Notes: The MTVL (Mobile Tactical Vehicle Light) is a concept originally
devised by United Defense, and later taken over by BAE. The MTVL, sometimes
called the M-113A3+ or M-113A4, is a stretched version of the M-113A3.The MTVL can be distinguished by its extra set of roadwheels (six pairs
instead of five) and the additional armor on the hull.United Defense marketed them to the US Army as replacements for existing
M-113s, but found no takers; however several countries, most notably Canada,
have taken the MTVL as an addition or improvement to their armored vehicle fleet
which is less expensive than IFVs.

The MTVL has a more powerful engine to cope with the increased weight, a
new high-mobility suspension, and a hull armored with stronger 5083 aluminum
alloy armor.Appliqué armor is also
available for the MTVL, and lugs for ERA can be added.The appliqué consists of titanium/steel alloy panels for the glacis and
front sides of the hull, steel plates for the sides, and a spaced laminate/steel
plate for the hull floor, giving a lightweight yet strong armor increase. The
MTVL has six roadwheels on each side instead of five, and is nearly a meter
longer. The driver’s station is similar to that of the M-113A3, being a
conventional steering yoke with a brake pedal and gas pedal.The driver can remove his front vision block and replace it with an image
intensifier or thermal imager. The engine is replaced with a 400-horsepower
6V-53TIA turbocharged diesel engine, and the transmission is replaced with an
Alison X-200 transmission to match. The engine and transmission are
electronically controlled for greater efficiency.MTVL can use the standard tracks of the M-113 (though a longer set) or
wider tracks for soft terrain. The suspension itself is higher, as is roadwheel
travel. The MTVL remains amphibious, though additional buoyant panels must be
attached to the sides (they are composed of Styrofoam encased in aluminum – not
enough to contribute to armor) and the trim vane is larger. The fuel tanks are
larger than those of the M-113; they are normally at the rear of the vehicle,
though Canadian MTVLs (generally called M-113A4s) have the fuel tanks in the
floor of the vehicle, as experience in Afghanistan has shown that the
rear-mounted fuel tanks are vulnerable to enemy fire due to their relatively
light armor, and that diesel fuel is not as likely to ignite as other fuels when
hit by a mine or IED. Overall layout is virtually identical to the M-113A3,
except for the longer length of the MTVL.The commander’s station is in the same place (except on the IFV-L), and
usually armed with the same weapons – though it is normally surrounded with AV2
gun shields.On each side of the
front hull are a cluster of four smoke grenade launchers. Over the rear of the
hull is the customary large, rear-opening hatch, but it is a bit larger than on
the M-113 and to the rear of this hatch is a domed adjustable ventilator.

In addition to the APC-type variants shown below, there are several
specialist variants, which will be covered elsewhere.

The APC Variants

The standard MTVL is essentially like a larger M-113, able to carry a
larger infantry squad, specialized teams like dismount ATGM or SAM teams, or
lots of cargo to forward areas.The
commander’s station is as described above, and is normally armed with an M-2HB.A variant of this commander’s station is an Israeli-designed Rafael OHWS,
also armed with an M-2HB; in this case the commander is also a gunner who sits
in the hull under armor, and aims and fires his weapon though a downlinked
monitor.Reloading the M-2HB in
this case is from inside the vehicle, again under armor. The ammunition
complement is generally the same as that of the M-113, though of course the MTVL
could theoretically carry more extra ammunition.In practice, most countries using the MTVL use a normal size of infantry
squad, but carry more ammunition and heavy weapons for their infantry squad.

Two other versions of the MTVL also exist, though neither has had any
takers so far.The IFVL (Infantry
Fighting Vehicle – Light) is a more heavily-armed APC version of the MTVL. The
normal commander’s station is not fitted; in the center front of the vehicle is
one-man turret mounting an M-242 Chaingun and M-240D machinegun in a
fully-stabilized mount, with aiming assistance from a laser rangefinder and
ballistic computer.The turret has
a full-range of vision and night vision devices, including magnified sights and
vision blocks, day/night TV, and thermal imaging.As with the MTVL hull, the IFVL turret can take appliqué armor plates.Existing MTVL’s can be converted to IFVLs by replacing the hull top.The size of the infantry squad carried is necessarily reduced by the
space taken up by the turret and ammunition. The IFVL was considered for use by
the US Army’s then-new IBCTs, but ultimately the Stryker was selected instead.

A heavier version of the IFVL is also built, though it is too called the
IFVM (Medium).This version is
topped by the complete turret of an M-2A3 Bradley (though in earlier iterations,
the turret of earlier versions of the Bradley were used).This turret cannot take appliqué armor like the MTVL hull can.The turret retains the full capabilities of the Bradley turret.The result is similar to the Egyptian Infantry Fighting Vehicle, though
the Egyptians arrived at their vehicle from a different process (they extended
an M-113A2 hull, updated it to M-113A3 standards, and then installed an upgraded
engine and transmission). The EIFV therefore does not have the ground clearance
of the IFVM, most production versions of the EIFV do not have the horsepower of
the IFVM, and the hulls do not have quite the armor protection of the IFVM.So far, there has been no interest in this version of the IFVM except by
Egypt, who is considering replacing their EIFV in production with it.It is a heavy vehicle with corresponding performance, despite the more
powerful engine.

The Mobile Tactical
Vehicle Light, Cargo Carrier (MTVC)

The MTVC is sort of a “stripped out” version of the MTVL, optimized for
carrying bulk cargo instead of troops.It retains the commander’s station, though the commander’s station is not
normally ringed by gun shields as they would interfere with the rotation of the
cargo crane from some angles.The
commander’s station itself has been moved somewhat more to the right and forward
to further inhibit interference with the crane. Behind the commander’s station,
the MTVC has only a flatbed section with only the sides retained (with reduced
armor), equipped with numerous tie-down and lock-down points and with rollers in
the bed to help off-load containerized and palletized cargo.The MTVC also carries sets of stabilization blocks as well as small ramps
to help off-load cargo; in the rear, these fold up then the vehicle is in
motion. On each side is a large double door to help quickly off-load smaller
cargoes. Next to the commander’s section, behind the driver, is a space with
lockers and slide-out drawers for crew gear and a maintenance tool set.Surprisingly, the MTVC can take appliqué armor on the front and even the
sides, though the side appliqué will block the access doors. Finally, the MTVC
has a winch/crane on the left side at the rear which folds along the left side;
this crane has a capacity of 1.6 tons at a reach of 6.3 meters.

The MTVC can be quickly converted into an engineer variant, the MTVF
(Mobile Tactical Vehicle Light, Fitter’s Vehicle).All that is required is a small refit inside the cargo bed and the
installation of thicker floor plates.MTVCs typically use add-on flotation panels on the sides only when
carrying 3.5 tons or greater; these also block the use of the side doors.

The MTVCP (Mobile
Tactical Vehicle Light, Command Post)

This is essentially the “M-577” version of the MTVL, and most of what
applies to the M-577A3 also applies to the MTVCP.Some of the M-577A3 particulars will be reproduced here for convenience.

The most obvious difference from the MTVL is the raised roofline; behind
the driver’s position, the roof has been raised by over 64 centimeters, allowing
those inside to stand upright. There are work shelves on each side of the
vehicle.Attached to these work
shelves are folding wooden extensions (in two sections on each side). The
vehicle commander’s position was also radically changed; the MTVCP has no
commander’s cupola, though a pintle-mounted machinegun is optional (I have
included one in the stats below).
Instead, the MTVPC has a hatch in the roof that is about 25% larger than an
MTVL’s commander’s hatch, making it large enough for large pieces of equipment
(such as observation devices and designators) to be moved into and out of the
vehicle from the top hatch.The
commander’s seat has been removed, replaced with a simple folding metal stand.The commander’s hatch also has no vision blocks.The MTVPC, like a standard M-113 or MTVL, does have a bracket beside the
driver for his M-16 or M-4, another bracket above the rear ramp (on the inside)
that will hold an M-16/M-4, an M-60 machinegun, an M-240 machinegun, or an M-249
SAW.Below this is another bracket
that will hold an M-16/M-4 or an M-249.

The passenger compartment has folding bench seats on either side of the
passenger compartment.At the front
of the raised roofline, to the right of the driver’s position and in the center
of the front deck, is an enclosed metal box permanently attached to the MTVPC;
this is designed for a 5 kW gasoline-powered generator to power the electrical
equipment without having to run the engine for long periods of time. This
generator is not designed to be removed from the vehicle, and the controls for
the generator are inside the passenger compartment in front of the commander’s
position. The generator can operate from its own fuel tanks or the vehicle’s
fuel tanks.

Other items which may be found (depending on configuration and purpose)
on the MTVPC include a 3x3 cabinet with several drawers and a fold-out table;
3-5 folding metal chairs; a 1.2x1.8-meter map board that attaches to the right
inner wall of the vehicle; and a variety of shelves (and ways to mount them) for
the equipment the MTVPC carries.An
MTVPC generally carries several radios; including two short-range, two
medium-range, and one long-range radio; the medium-range and short-range radios
are typically data-capable.Inside
the MTVPC are both white lights and blackout lights to light up the interior.Though they may not all be used at the same time, there are mounts for up
to five antenna aerials; in addition, a very-long-range antenna may be mounted
in a bracket at the front of the raised section to the left and rear of the
driver.A 10-meter telescoping
antenna at the left rear is an option on the MTVCP. A ruggedized laptop computer
is carried. At the rear of the vehicle, on either side of ramp on the outside,
are connections for four field telephones, two generators, and two pairs of
conventional electrical outlets to allow other equipment to feed off of the
MTVCP (generally done only if the MTVCP is itself feeding from a generator).Something that is standard equipment is a work area-extension tent and
poles; these attach to the rear of the MTVCP, and add approximately 4x5 meters
of enclosed workspace.When not in
use, these stow in special brackets and lash-down points atop the ramp entrance.The MTVCP can take appliqué armor, though the side appliqué armor is
necessarily of a different size than the side appliqué for the MTVL.The MTVCP retains its amphibious capability.

Twilight 2000 Notes: These vehicles were primarily used by US National
Guard and reserve formations in the Twilight 2000 timeline.

Merc 2000 Notes: These vehicles were popular as they offered more power
and protection than an M-113, but were less expensive.

***The cab side AV is 5; the cab rear armor value is 3.The armor value shown for the sides and rear of the vehicle are for the
rear cargo section only. The overhead part of the cab has standard AV value (2);
the rear section is open.The
“Shielded” radiological value applies only to the cab of the vehicle, the rest
is “Open.”The floor AV of 4
applies to the entire vehicle.

****The above applies to the MTVC w/Appliqué, except that
the appliqué gives the cab section a side AV of 9Sp.

FMC LVTP-5

Notes: Once the standard tracked amphibious carrier of the US Marines,
the LVTP-5 is now used (in the LVTP-5A1 version) only by Chile, the Philippines,
and Taiwan.It was designed shortly
after World War 2 and was meant to provide invading Marines with protection
during amphibious assaults. The LVTP-5 is a progressive evolution of the LVT-1
to 4 series, is considerably larger, able to carry a full-strength Marine
platoon of the time.The LVTP-5 is
long, wide and flat, and carries a large amount of troops and equipment.The LVTP-5 has a decent amount of armor for an APC of its period, but is
slow in the water and vulnerable there. The inverted V-shaped bow, however, can
shrug off most small arms and some autocannon fire; the hull front armor value
also applies to this bow, even the underside. The LVTP-5 was never considered
satisfactory by the US Marines, who cited its lack of speed, protection levels,
and range, as well as operating restrictions; however, the Marines continued
using it until 1974, primarily since there was no more satisfactory replacement
until then. The LVTP-5A1 is largely similar, but the air intake and exhaust
system were modified to further ease amphibious operations and the air intake
and exhaust inlets and outlets on the roof are modified in form, being in a
large housing. A number of variants of this vehicle were built; APC-type
variants include the basic LVTP-5 personnel carrier and the LVTC-5 command post
carrier.

The Marines access the vehicle through a large ramp in the rear, and the
driver and commander have their own hatches on the front hull deck.(The assistant driver does not have a hatch of his own, though he does
have vision blocks.) The commander has a manually-rotating cupola mounting a
light machinegun mounted as part of the cupola.The troop compartment has two long hatches over that compartment. The
troop compartment is actually large enough to carry a 105mm towed howitzer.45 troops may be carried in an emergency, but all the troops must stand
in this case.When water operations
are carried out, however, the maximum troop compliment is reduced to 25 Marines,
primarily due to weight balance requirements; the rear end would sink with more
troops inside.

The command version carries a command crew, map boards, plotting and
office supplies, and a number of radios (usually two short-range, two
medium-range, and two long-range radios).

Vehicle

Price

Fuel Type

Load

Veh Wt

Crew

Mnt

Night Vision

Radiological

LVTP-5

$31,132

G, A

5.44 tons

37.4 tons

3+34

22

Headlights

Shielded

LCTC-5

$35,456

G, A

2.72 tons

37.6 tons

3+9

25

Headlights

Shielded

Vehicle

Tr Mov

Com Mov

Fuel Cap

Fuel Cons

Config

Susp

Armor

LVTP-5/LVTC-5

146/102/33

31/24/7

1726

511

CiH

T4

TF2TS2TR2HF9HS4HR3

Vehicle

Fire Control

Stabilization

Armament

Ammunition

LVTP-5/LVTC-5

None

Basic

M-1919A4
or M-60D

2000x.30-06 or 2000x7.62mm

FMC M-59

Notes:The M-59 entered
service in 1953 as the replacement for the less-than-satisfactory M-75 APC;
however, the M-59 proved troublesome and disappointing, and work began within a
few years on what would become the M-113.Though the M-59 accomplished one goal of the program (it was less costly
in real-life dollars), the use of twin engines and the associated complicated
transmission led to a drive train that was difficult to service and was prone to
breakdowns; it was also very difficult for the driver to operate.The armor protection was also less than that of the M-75; it in fact gave
the troops inside more of a feeling of protection than any substantial
protection.The pair of engines
also had disappointing power production and the gasoline used to fuel it led to
high fuel consumption and short range. The M-59 was, however, built until M-113
production began in 1960 and used until M-113 deployment was well underway in
1965; the National Guard also used some until the early 1970s.The only known variant to enter production was the M-84 4.2” mortar
carrier, which will not be covered on this page; a version, not put into
production, was used as an experimental ATGM carrier for SS-10 ATGMs. Small
numbers of the M-59 are reportedly used by militia/home guard-type forces in
Brazil, Greece and Turkey.

Though the M-59 bears a superficial resemblance to the M-113, this is
appearance only and the two vehicles are not related.The M-59 has a blunt nose with a slightly-sloped glacis plate, a vertical
plate below that, and another plate angled in below that to the hull floor.On the glacis plate is a trim vane; the M-59 is (supposedly – see below)
amphibious with 2 minutes of preparation, including erecting that trim vane and
turning on bilge pumps). The sides are straight and the entire vehicle basically
a poorly-armored box.On the top
front right is a commander’s cupola, manually-rotating, circled by vision
blocks, and with an integral, hard mount for a machinegun (or a simple cupola
with an external pintle-mounted machinegun on early versions).The machinegun can be aimed, fired, and loaded from under armor, though
the interior sights are rather poor and have a notably narrow field of view. The
front of the cupola has the weapon in it, and the rear of the cupola has a
clamshell hatch. This standard cupola, the M-13 cupola, allowed for additional
ammunition stowage; earlier versions carried less ammunition for the machinegun.
The driver’s position is on the front left; he has three vision blocks to the
front; an additional vision block on the top of the hatch could be removed and
replaced by a night vision block.
Access to the troop compartment is by a ramp with a door in the rear face; this
door is surprisingly small. Atop the troop compartment are two long hatches on
either side of the compartment.
Down each side are bench seats.The
interior is surprisingly spartan; though I have included a standard vehicle
radio fit below, radios were not necessarily a design feature at the time.The compartment, however, is of surprising size; with the bench seats
folded, a Jeep could be driven into the M-59, and just enough room is left to
close the ramp.

The engines, being rather small, are in the walls of the troop
compartment, one on each side of the hull.These engines, commercially-available truck engines, develop 146
horsepower each, and are linked by a common transmission in a rather complicated
system. As stated above, the maintenance needs of servicing two engines which
were not conveniently-placed, along with the complicated transmission which was
underneath the vehicle, led to a vehicle that was unreliable and difficult to
service.The use of gasoline-fueled
engines seriously decreased the range of the M-59, even with the large fuel
tanks, and the M-59’s high weight made those engines and transmission work hard.The suspension, using conventional torsion bars and two pairs of shock
absorbers, also worked hard. The driver also worked hard, using tillers for
steering and braking, a gas pedal, and a clutch pedal as well as fighting the
balky transmission. Amphibious operations, while theoretically easy, were in
fact only possible though careful balancing of the vehicle beforehand and by
ensuring that the troops in the rear remain very still while the M-59 is afloat.

Price

Fuel Type

Load

Veh Wt

Crew

Mnt

Night Vision

Radiological

$53,631

G, A

1.4 tons

19.3 tons

2+10

16

Passive
IR (D)

Enclosed

Tr Mov

Com Mov

Fuel Cap

Fuel Cons

Config

Susp

Armor

123/86

21/13/2

511

165

Stnd

T3

HF4HS2HR2

Fire Control

Stabilization

Armament

Ammunition

None

None

M-2HB (C)

2205x.50
or 1470x.50 w/early cupola

FMC/GDLS
LVTP-7/AAVP-7

Notes:Though development of
what would become the AAVP-7 began in 1964, it was the first year of US
involvement in Vietnam that really brought home to the Marines the shortcomings
of the LVTP-5 series and the need for a better amphibious APC.The Marines quickly discovered that the LVTP-5 had a number of problems –
it’s torsioelastic suspension, while it provided a comfortable ride over water
and shore conditions such as rocks, sand, and reefs, was ill-suited for long
trips and thus subject to frequent breakdowns.The LVTP-5 used the transmission and engine of the M-48 main battle tank
– great for power, but not suited in the LVTP-5’s configuration; it could take a
day of more to replace the power pack, and even routine service could require
pulling out large amounts of the power pack just to get to the components to be
serviced.Perhaps the greatest
problem with the LVTP-5 as used in Vietnam lay with the fuel system; the tanks
were under the floor, the engine ran on gasoline, and as the entire vehicle was
lightly armored in the first place, even an antipersonnel mine explosion could
sometimes turn the interior into a fiery slice of hell.

Because many of the LVTP’s problems were caused by improper employment of
the vehicle, the Marines wanted something new that could take on roles Amtracs
of the past could not.One of the
first things to go was the torsioelastic suspension, replaced with a
conventional torsion bar suspension on what was then called the LVTP-7 (later
changed to AAVP-7).The armor
protection was considerably upgrade, using the same 5083 aluminum armor that was
used on the M-113 series.The
engine chosen was a supercharged 400-horsepower 8V53T diesel truck engine with
an HS-400 transmission; more importantly, the powerpack was a unified unit that
could easily be lifted out of the vehicle in a matter of minutes with the proper
equipment.The transmission was
semiautomatic – it required no clutch, but still required gear selection on the
part of the driver.The tracks were
almost 54 centimeters wide for traction on soft sand as well as marshy
conditions, and water propulsion was provided by two waterjets at the rear.Many other ideas were added, thrown out, or modified, and that, combined
with political wrangling, meant that first deliveries of the LVTP-7 did not
occur until 1972.

The LVTP-7 has a 3-man crew (driver, assistant driver, commander), and
seated 25 Marines in the passenger compartment in the rear.The driver’s position is in the left front of the hull, behind the engine
compartment, with the commander’s cupola behind and to the right of the driver.The assistant driver is on the opposite side of the hull from the driver,
with a second set of driving controls.The officer or NCO in charge of the Marines in the rear has his own
cupola to the rear of the driver’s hatch.The driver’s position as well as the OIC/NCOIC cupolas have seven
periscopic vision block, and the commander’s cupola has nine; the front vision
blocks at each position can be removed and replaced with an infrared night
periscope.(There is no such
provision at the assistant driver’s position.)In the rear ramp is a further vision block.In the passenger compartment, the remaining 24 Marines are seated in
three rows of eight; all of the seats can be stowed away, clearing the
compartment for cargo.The fuel
tanks are in the walls of the vehicle. The commander’s cupola of the prototypes
was armed with a 20mm M-139 autocannon and an M-73E1 7.62mm machinegun.The production versions, however, replaced these weapons with a single
M-85 heavy machinegun with an 8x optical sight in a smaller cupola.An attempt was made on the prototypes to provide firing ports for the
passengers, but these could not be squared with the need to maintain the
watertight integrity of the hull.
The rear deck has two large hatches, and the rear has a ramp with a door in it.

APC variants of the basic LVTP-7 include the LVTC-7 Command Vehicle.This version has provisions for up to seven radio antennas and a plethora
of radios and communications equipment.The driver, assistant driver, and vehicle commander’s position are
retained, but the cupola for the Marine troop commander is deleted and covered
with an armored cap that is bolted on (though the vision blocks remain in
place).As with the LVTP-7, the
LVTC-7 vehicle commander’s cupola had a single M-85 machinegun, but in later
production this cupola was unarmed so that other equipment could be stowed in
the places that once held ammunition.In addition to the vehicle crew, the modified rear passenger area has a
standard crew of one unit commander, four staff personnel, and five Marines to
operate the communications equipment, assist the command staff, and perform
other duties.There is a bench seat
on the right side for these five crewmen; there is also a sliding mapboard and
the communications equipment at this station.Various drawers, a folding table, and other ancillary equipment are also
provided.Additional seats are
found at the former troop commander’s position, at the front next to the unit
commander’s seat, and at the rear of the vehicle.

Though the Marines expected to have the LVTP-7’s successor operational by
the mid-1990s, delays, funding difficulties, and continuing research on the
LVTP’s replacement considerably delayed its replacement (the ERV, which hasn’t
yet been fielded).Therefore, in
the early 1980s, a SLEP (Service Life Extension Program) was started, turning
the LVTP-7 into the LVTP-7A1.This
SLEP included replacement of the power pack and suspension, a new communications
system based around the SINCGARS radio, upgraded protection, and a general
overhaul of the vehicle.The engine
was replaced by a 400-horsepower VT400 multi-fuel engine and a modified form of
the old transmission called the HS400-3A1.The commander’s cupola was given an electric drive and the cupola
enlarged slightly into a small turret with slightly-increased armor protection,
along with eight smoke grenade dischargers.The shock absorbers were considerably upgraded, and shock absorbers were
installed on the second set of roadwheels (where there had previously been
none).Fuel tanks were replaced by
flexible fuel bladders contained within the vehicle walls; these bladders are a
bit further out from the passenger compartment walls and have self-sealing
ability.The LVTP-7A1 was given the
ability to lay a smoke screen by injecting diesel fuel into its exhaust.The assistant driver was given a night vision periscope.The bilge pumping system was given considerably more power. The LVTC-7
was given the same improvements and became the LVTC-7A1 (with the exception of
the commander’s weapon station).

In 1984, during a vehicle and equipment designation change that affected
many vehicles and equipment, the LVTP-7A1 was redesignated the AAVP-7A1.Any older LVTP-7s still in existence were redesignated AAVP-7. The LVTC-7
and LVTC-7A1 were redesignated AAVC-7 and AAVC-7A1 respectively.At this point, the commander’s weapon stations were replaced with small
turrets equipped with both an M-2HB heavy machinegun and a 40mm Mk 19 automatic
grenade launcher.Appliqué armor
packages (designed by Rafael of Israel) were also devised for the AAVP-7 series,
along with lugs for ERA; in addition, a steel mesh-type appliqué armor kit has
been deployed on the AAVP-7A1.The
bow plane was also modified to compensate for the weight and unbalancing effect
of the appliqué armor when the AAVP-7A1 series is swimming.

Some interesting firepower upgrades were proposed for the AAVP-7A1.One of these was to replace the heavy machinegun with a 25mm M-242
Bushmaster autocannon, along with enlarging the turret.Another one (apparently seriously looked at) was to mount the turret of
an M-2 Bradley on the AAVP-7A1.I
have some stats for these below, but they never actually went past the
conceptual phase.

The LVTP-7 and its descendants are typically called “Amtracs” or less
commonly, “Gators” by their crews.
Italy’s San Marcos Marines, Taiwan, Thailand, and Argentina are also known users
of the LVTP-7 series.

Twilight 2000 Notes: In the Twilight 2000 timeline, virtually all of
these vehicles are up to the AAVP/AAVC-7A1 standard in US use.Some other countries using them (such as Taiwan, Thailand, and Argentina)
are using primarily LVTP/LVTC-7A1s and some LVTP/LVTC-7s.Some older LVTP-7s and LVTP-7A1s were refurbished early in the Twilight
War and brought up to AAVP/AAVC-7A1 standards, but every so often (primarily in
the Southern US) one may see an older LVTP/LVTC-7 in US hands.Italy’s San Marcos Marines are also known users of the AAVP-7A1.Perhaps 15% of the US Marines’ AAVP-7A1s are actually modified to the
AAVP-7A1/25mm standard; these are called AAVP-7A2s.

Vehicle

Price

Fuel Type

Load

Veh Wt

Crew

Mnt

Night Vision

Radiological

LVTP-7

$126,578

D, A

4.05 tons

22.48
tons

3+25

5

Passive
IR (D, C, UC)

Shielded

LVTC-7
(Early)

$139,665

D, A

5.55 tons

21.32
tons

3+10

8

Passive
IR (D, C, UC)

Shielded

LVTC-7
(Late)

$128,698

D, A

5.61 tons

21.25
tons

3+10

8

Passive
IR (D, C, UC)

Shielded

LVTP-7A1

$82,016

D, A

4.05 tons

23.35
tons

3+25

6

Passive
IR (D, AD, C, UC)

Shielded

LVTP-7A1
w/Appliqué

$89,998

D, A

3.05 tons

25.25
tons

3+25

7

Passive
IR (D, AD, C, UC)

Shielded

LVTC-7A1/AAVC-7A1

$255,924

D, A

5.55 tons

22.66
tons

3+10

9

Passive
IR (D, AD, C, UC)

Shielded

LVTC-7A1/AAVC-7A1 w/Appliqué

$263,906

D, A

4.55 tons

24.66
tons

3+10

9

Passive
IR (D, AD, C, UC)

Shielded

AAVP-7A1

$107,154

D, A

4.05 tons

25.25
tons

3+25

6

Passive
IR (D, AD, C, UC)

Shielded

AAVP-7A1
w/Appliqué

$115,136

D, A

3.05 tons

27.25
tons

3+25

7

Passive
IR (D, AD, C, UC)

Shielded

AAVP-7A1/25mm

$222,119

D, A

4.05 tons

25.43
tons

4+20

6

Passive
IR (D, AD, C, UC, G)

Shielded

AAVP-7A1/25mm w/Appliqué

$230,101

D, A

3.05 tons

27.43
tons

4+20

7

Passive
IR (D, AD, C, UC, G)

Shielded

AAVP-7A1/Bradley Turret

$384,899

D, A

3.5 tons

26.7 tons

4+18

7

Passive
IR (D, AD, UC), Thermal Imaging (C, G)

Shielded

AAVP-7A1/Bradley Turret w/Appliqué

$392,881

D, A

2.55 tons

28.7 tons

4+18

8

Passive
IR (D, AD, UC), Thermal Imaging (C, G)

Shielded

Vehicle

Tr Mov

Com Mov

Fuel Cap

Fuel Cons

Config

Susp

Armor

LVTP-7

125/88/26

25/15/5

681

284

Stnd

T4

HF8HS6HR4

LVTC-7
(Early)

128/90/27

26/15/5

681

284

Stnd

T4

HF8HS6HR4

LVTC-7
(Late)

128/90/27

26/15/5

681

284

Stnd

T4

HF8HS6HR4

LVTP-7A1

126/88/26

25/15/5

681

284

Stnd

T4

HF10HS7HR5

LVTP-7A1
w/Appliqué

115/81/24

23/14/5

681

297

Stnd

T4

HF10HS10SpHR5

LVTC-7A1/AAPV-7A1

121/85/25

24/15/5

681

276

Stnd

T4

HF10HS7HR5

LVTC-7A1/AAPV-7A1 w/Appliqué

116/81/24

23/14/5

681

288

Stnd

T4

HF10HS10SpHR5

AAVP-7A1

115/81/24

23/14/5

647

284

CiH

T4

TF6TS6 TR5HF10HS7HR5

AAVP-7A1
w/Appliqué

111/78/23

22/14/5

647

295

CiH

T4

TF6TS6 TR5HF10HS10SpHR5

AAVP-7A1/25mm

114/80/24

23/14/5

647

287

Trtd

T4

TF6TS6 TR5HF10HS10SpHR5

AAVP-7A1/25mm w/Appliqué

110/77/23

22/13/5

647

298

Trtd

T4

TF6TS6 TR5HF10HS10SpHR5

AAVP-7A1/Bradley Turret

113/79/24

23/13/5

647

289

Trtd

T4

TF 11TS8TR6Sp HF10HS7HR5

AAVP-7A1/Bradley Turret w/Appliqué

109/76/23

22/13/5

647

300

Trtd

T4

TF 11TS8TR6Sp HF10HS10SpHR5

Vehicle

Fire Control

Stabilization

Armament

Ammunition

LVTP-7

+1

None

M-85

800x.50

LVTC-7
(Early)

+1

None

M-85

500x.50

LVTC-7
(Late)/LVTC-7A1/AAVC-7A1

None

None

None

None

LVTP-7A1

+1

None

M-85

800x.50

AAVP-7A1

+2

Fair

M-2HB, Mk
19

500x.50,
96x40mm

AAVP-7A1/25mm

+2

Fair

25mm
M-242 Chaingun, M-240C

400x25mm,
1000x7.62mm

AAVP-7A1/Bradley Turret

+2

Fair

25mm
M-242 Chaingun, M-240C, 2xTOW II ATGM

400x25mm,
1000x7.62mm, 5xTOW II ATGM

FMC/GDLS
M-2 Bradley

Notes:When the Russian
BMP-1 was first revealed to the West in 1967, it was a huge shock to NATO – they
thought that the Soviets had a new class of armored personnel carrier that was
easily better than anything they had, with armament that allowed the BMP-1 to
defeat NATO’s APC and light armored vehicles and possibly even some tanks, as
well as allowing their infantry to fight on an NBC battlefield.This was before some of the shortcomings of the BMP-1 were known;
however, the essential point was clear – NATO’s “battlefield taxis” were no
longer up to the task for most purposes.On top of that, it was clear that the M-113 series could not keep up with
the speedy M-1 Abrams in the attack.Though most NATO countries were quick to follow up on the new concept of
IFVs (Infantry Fighting Vehicles), the US took nearly 15 years of budget
wrangling and infighting between the Infantry and Cavalry branches of the Army
to field an IFV – the M-2 Bradley.

The M-2 and M-2A1
Bradley

The original version of the Bradley, the M-2 (sometimes referred to as
the “A0” version), was first issued to US Army troops in 1981 (though they were
not considered operational until December of 1983).The most marked difference between the Bradley and previous US personnel
carriers was its turret with its heavy armament.The Bradley uses a two-man turret, with the gunner operating a 25mm M-242
ChainGun (called the Bushmaster) and a twin TOW missile launcher contained in an
armored box on the left side of the turret.The commander (called a “BC” by Bradley-mounted infantry, for “Bradley
Commander”) has no pintle-mounted armament on his hatch, as his weapon is
considered to be the coaxial M-240C machinegun.The gunner also has controls for the coaxial machinegun, however, and the
commander has auxiliary controls for the ChainGun (though not the TOW missiles).Both the gunner and commander have roof hatches with periscope-type
vision blocks (the gunner has them to the left side, front, and about 30 degrees
to the right side; the commander’s hatch is completely ringed with vision
blocks), with no magnification.
However, the gunner’s front periscopes are completely blocked by the head of his
weapon sight in its armored box.
The gunner has a 5x/12x image intensifier/thermal imager to use in conjunction
with his gun/missile sight; the commander can also use this sight through an
optical relay.The commander and
gunner also have simple magnified reticle gunsights to take quick shots with the
ChainGun or coaxial machinegun at close-range targets, and these simple sights
can be used from an open hatch if necessary.Both also can share an auxiliary 5x telescopic sight.The commander’s and gunner’s hatches may be locked fully open (i.e. 90
degrees), or locked open to a little less than half that, letting them sort of
peek outside with minimal exposure.
The turret is capable of two rotation rates; 30 degrees per second is considered
a standard rotation rate, but a high-speed 60 degree-per-second rate is also
available.The turret can also be
rotated manually, and the gun and coax elevated and depressed manually, in the
case of electrical failure. Once a target is just about lined up, fine
adjustments to the direction the turret is pointed can also be made if
necessary.

The ChainGun and the coaxial machinegun can be elevated to +59 degrees
(+57 on the M2A1 and later) and depressed to -9 degrees.They cannot be independently elevated or depressed.Both are stabilized for fire on the move, at a full clip.This was thought to be adequate when the Bradley was designed, though
urban warfare in Iraq has shown that in the case of elevation, it’s not enough.Ideas were floated to try to increase the elevation, but the construction
of the turret simply makes this impossible.(This has led to an experimental retrofit of an external M-249 SAW [see
below], and BCs are sometimes seen with M-16s or SAWs in their hands, or even
the excess M-231 port firing weapons that are have fallen into almost-complete
disuse with the M-2A2 and later versions of the Bradley.)The M-242 is unusual for a vehicle-mounted autocannon in that it can be
set for semiautomatic fire; two other fire rates are available for the M-242 –
100 rpm and 200 rpm.The M-242 is a
dual-feed weapon, and the gunner may switch between belts with a simple flick of
a switch (though for game purposes, and to simplify things, ammo from only one
belt may be fired per semiautomatic shot or burst).The M-242 is electrically powered, but the M-240C coaxial is a variant of
the standard M-240B infantry model, with spade grips and a sort of chute to vent
the gasses of the fired rounds outside.The spent cases from the M-240C are caught in a bag attached to the
machinegun; spent cases from the ChainGun are automatically dropped outside the
turret through a slot forward of the “mantlet;” a rotating mechanism cycles
during operation of the ChainGun and case “ejection” is part of this cycle.A pair of four-barreled, electrically-triggered smoke grenade launchers
is found at the front of the turret, with one pair of launchers found on either
side of the main gun and coaxial.
Above these launchers are boxes which contain eight more grenades each.Originally, the Bradley could lay a thick, oily smoke screen by injecting
diesel fuel into its exhaust, but with the change in the US military to a common
fuel of JP-8 jet fuel, this capability has become superfluous, as injecting JP-8
into the exhaust won’t produce a smoke screen.Nonetheless, the Bradley still retains this capability (though today it
is normally disabled).

The TOW launcher’s armored box is on the left side of the turret.It should be noted that while the box is armored, it is not as
well-protected as the turret itself; it’s armor rating should be considered only
4 from the left side, and 2 from the front or rear.For firing, the box swings upwards to the side 90 degrees; about 10
seconds at a minimum are required by a good gunner to raise the launcher to
firing position and take a shot.
Though the TOW launcher box itself can be elevated to a significant degree and
even depressed a little (+29 and -19 degrees), the TOW missiles cannot be
controlled effectively in flight unless the launcher no more than +10 degrees
and -0 degrees from being horizontal to the ground, due to the wire guidance of
the TOW-series missiles for which the Bradley’s launcher is designed.(The M-2 Bradley TOW launcher is designed for TOW-1 series missiles.)
Reloading of the launcher box is done by turning the turret to left a small
amount (less then 5 degrees) and elevating the launcher box to its maximum
elevation.Behind the turret on the
rear deck is a narrow rectangular hatch that opens just enough for the crew or
infantrymen in the rear to slide more missiles into the launcher box (i.e., one
cannot stand up in that hatch and can just barely even peek out of it).If a TOW is in flight, the BC’s fire and turret rotation controls are
locked in order to avoid a spoiled shot; the gunner also cannot rotate the
turret if a TOW is in flight (though he can abort the TOW missile if necessary).After the TOW hits its target (or the gunner aborts), the guiding wires
release from the launcher and fall off.It should be noted that the TOW launcher cannot be used on the move; the
Bradley must be stationary in order
to fire the TOW launcher.

The passenger compartment is for the most part in the rear of the
Bradley, though two of the dismount infantrymen have seats on the left side of
the turret.Though the entire
passenger compartment is really
cramped, those two seats are even more
cramped.The rearmost passenger
seat is in a particularly small space (one generally puts the smallest man back
there), and that man is sitting with his back to the driver with only about a
half a foot separating him from knocking heads with the driver. (When I was in
mech infantry, this was often called the “die-in-place” seat…). In the M-2
Bradley, there are four more passenger seats; one on the left side facing
forward, one on the left side facing to the rear, one on the left side facing to
the rear, and one between those two facing to rear (generally used by the squad
leader, who is also part of the dismount squad).The passengers in a “plain vanilla” M-2 have firing ports and periscopic
vision blocks to allow them to observe outside the vehicle, with the exception
of the center rear seat, which has only a vision block.While it is a bit awkward, the
four troops on the sides of the M-2 version have to turn sideways in their seats
(this is one reason the sliding wire stocks on the M-231 port firing weapons
were quickly deleted).The
passenger seats can also be folded up and stowed completely out of the way.In addition, effective fire is difficult from the firing ports unless the
weapons are loaded with almost entirely tracer ammunition, as vision outside the
vehicle is diminished, there are no night vision devices for the firing ports,
weapon sights cannot be used, and there is a slight parallax error (the
periscopes actually show a field of view about a foot above the weapon and are
wide-angle lenses).The rear of the
passenger compartment has an electrically-lowered ramp with a hydraulic backup,
and an oval hatch is set inside the ramp on the right side.(This door has an interior lock as well as an exterior padlock; the
padlock is primarily for use when the Bradley is parked in garrison to prevent
unauthorized access.)

The driver is in the front right side of the vehicle, with the engine
compartment to the left of him.
Like all seats on the Bradley, the seats are (somewhat) padded to reduce crew
fatigue, and the backrest can be folded down.The driver can enter his position from the passenger compartment, or
through his overhead hatch.The
driver’s hatch may be locked in a 90-degree open position or open about 30
degrees; when the Bradley is in combat, the hatch is normally closed or at the
30-degree position, as the 90-degree position blocks rotation of the turret.(The turret rotation system has an interlock which keeps the turret from
rotating if the driver’s hatch is at the 90-degree position, in order to avoid
bending the ChainGun’s barrel if it were to slam into the hatch while rotating.)As the driver’s hatch has as much armor as the rest of the top of the
hull, it is too heavy to push open from a seated position (especially to a full
90-degree position).The hatch is
therefore spring-loaded to a greater degree than the commander’s or gunner’s
hatches.

The Bradley is protected by an aluminum alloy/steel laminate; for most of
the vehicle, this armor also consists twin sections of armor spaced
approximately 25mm apart to provide extra protection from HE-type projectiles.The floor of the Bradley has an additional centimeter of steel plate to
increase mine protection.Track
skirts with the same protection as the hull sides protect the sides; they hinge
upwards for maintenance access.The
M-2 version of the Bradley uses a Cummins VTA-903T diesel developing 500
horsepower; the suspension is exceptional for an APC, giving an unusually smooth
ride.The M-2 version is also
amphibious with preparation; about 15 minutes are required for an amphibious
crossing, and requires the erection of a trim vane at the front and a flotation
screen all around the vehicle.

Early experience with the M-2 revealed some shortcomings; this resulted
in the M-2A1 being introduced in 1987 (though retrofitting of the central gas
particulate NBC system for the driver, commander, and gunner began in May 1986).Improvements were made to the TOW missile system; these changes were
primarily to allow use of the TOW-2 missile series as well as somewhat quicker
target acquisition, and simplify construction and lower cost.(At first, replacement of the existing TOW launching box with a pair of
non-moving launcher boxes, one on either side of the turret, was considered, but
rejected as unnecessary).On the
M-2 version, the turret bustle rack was angled inward; while this was
ballistically more sound, it also seriously limited the storage space in the
rack.The bustle rack on the M-2A1
was therefore given a square profile as well as enlarged.Ammunition storage in the bustle itself was also rearranged to allow more
of the 25mm ammunition to be stored in the bustle instead of being distributed
around the interior of the Bradley.
Under-armor storage compartments were also added to the sides of the Bradley,
though these were accessible only from the exterior of the Bradley and designed
primarily for additional 25mm, 7.62mm, and 5.56mm ammunition storage.The storage for additional smoke grenades (for the grenade launchers) was
removed from boxes just above the smoke grenade launchers on the turret to boxes
at the rear of the vehicle on either side of the ramp; these boxes can hold a
variety of mines, flares, grenades, or smoke grenades for the vehicle launchers.A thin layer of appliqué armor was added to the glacis and a small
portion of the upper sides.In the
interior of the M-2A1, the spall liner was improved, and a new fire suppression
system was added inside the fuel tanks.The seating and stowage arrangement of the M-2A1 was rearranged, allowing
for one more infantryman to be seated in the rear.The user of this seat does not have access to either a firing port or a
vision block.

The M-2A2 Bradley

There had always been considerable controversy about the survivability of
the Bradley.This controversy came
to a head in 1984, when a series of live fire tests against M-2 versions of the
Bradley were conducted.The tests
were full of irregularities (for the most part in the proper combat loading of
the Bradleys involved in the test), but eventually a live TOW shot against the
side of a fully combat-loaded Bradley resulted in the vehicle being destroyed in
a spectacular fireball.Development
of the M-2A2 version of the Bradley (sometimes referred to as the Bradley II)
dates to this point.

The changes from the M-2A1 to the M-2A2 were extensive, and centered
around the fitting of heavier armor and lugs on the sides for reactive armor.In fact, the side armor was beefed up to the point that the sides of the
Bradley were totally plated over.
One immediate result of this extra armor was the loss of the side firing ports;
their places on the hull were covered by the added side armor.(One vision block on either side was retained.)In addition, virtually the entire vehicle received increased armor
protection – even the bustle rack was given an extra section at the rear – it
can not only carry additional gear, but acts as a second layer of spaced armor.Internally, the interior of the M-2A2 was protected with an even thicker
Kevlar spall liner of more modern design.The thickness of the armor on the front of the turret led to the deletion
of the barrel jacket for the M-240C coaxial machinegun, and a slight redesign of
the barrel extension for the M-242 ChainGun.Lugs for reactive armor blocks are found on the upper sides of the M-2A2
as well as on the glacis.These
lugs can also mount bolt-on appliqué armor, bolt-on spaced armor, or the new
slat armor if desired.The weight
of the M-2A2 increased so much that it is no longer amphibious, and the trim
vane and flotation screen have been removed.However, to cope with the increased weight, the VTA-903T was replaced
with an upgraded version of the same engine, developing 600 horsepower.

Some smaller physical changes include retractable metal covers over the
driver’s periscopes, along with a wire guard to protect the driver from wire and
obstacles strewn across the Bradley’s path.Due to the changes in the frontal armor and the potential for the
mounting of ERA, the design of the headlights was changed.Due to the loss of the side firing ports, the seating arrangement was
again changed; on the sides of the passenger compartment, three troops sat on
each side, and the “die-in-place” seat was retained.(Initially, this seat was to be removed and the dismount squad reduced
back to six, but this decision was rethought.) The second seat on the left side
of the turret was, however, deleted.Internal stowage, especially for the TOW missiles (and the infantry
squad’s Dragons and M-136s) was again re-done (and again years later when the
Javelin replaced the Dragon).

After operations in 1991’s Desert Storm campaign, several additions were
made to the M-2A2 in response to crew wishes, new operational requirements and
capabilities, and, unfortunately, the relatively high percentage of losses due
to fratricide.This package of
modifications was referred to as the ODS (Operation Desert Storm) upgrades, with
such modified vehicles informally called M-2A2ODSs.Modifications included an improved, eye-safe laser rangefinder, the
addition of a GPS system, an IFF system, thermal imaging for the driver, and a
system to jam radio-guided and IR-guided missiles (regarded as only partially
effective, but better than nothing).The missile jamming system consists of sensors to detect incoming
missiles and automatically put out low-grade radio-jamming signals, launch
flares and IR-defeating smoke grenades.

The M-2A3 Bradley

By 1995, operations during Desert Storm had been more fully evaluated.At the same time, the introduction of the M-1A2 Abrams III meant that the
Abrams now had several important capabilities the Bradley lacked, and this led
to the M-2A3 (sometime called the Bradley III).The largest change in the Bradley was internal; the Bradley was given
computers and communications equipment to allow it to inter-operate with the
Abrams III and the AH-64D Apache on the digital battlefield.The commander has a full flat-panel display/touchscreen and computer
control; the gunner and driver have touchscreens of their own that display
information appropriate to their roles.In the passenger compartment, mounted on a bracket that is against the
turret basket but not actually attached to it (i.e., it does not rotate with the
turret), is another large display to provide the dismount squad with information
on the battlefield situation and allow them to plan, receive and provide updated
information. Along with this capability, GPS and an INU (Inertial Navigation
Unit) have been added.The M-2A3
has a computer (which has been steadily upgraded over time) to allow it to
quickly receive, integrate, display, and send real-time battlefield information;
commanders therefore (usually) know where their units are and their status; the
Bradley is therefore a true counterpart to the Abrams on the digital
battlefield. Rebuilding of existing Bradleys to the M-2A3 standard began in
1996, and by 2008 almost all Bradleys in the US Army inventory have been rebuilt
to the M-2A3 standard.

Other improvements a CIS (Commander’s Independent Viewer), similar to the
CITS of the M-1A2 Abrams III.The
commander also retained the ability to see through the gunner’s sight.In addition, the thermal imagers were replaced with long-range FLIR
systems more akin to those found on aircraft and helicopters. The M-2A3 has an
automatic dual target tracking ability, and as the gunner’s sighted target is
destroyed, the turret can be set to rotate automatically and the gun trained
automatically on the commander’s sighted target.Fire control s also improved (the system called the IBAS – Improved
Bradley Acquisition System), and boresighting is essentially automatic instead
of requiring a stop and extensive adjustments.The gunner’s sight (the TAS – Target Acquisition System) has received
particular attention in the fire control department.The main gun and coaxial machinegun is better stabilized and the
ballistic computer improved (able to tap into, to a small amount, the primary
computer of the Bradley).The TAS
uses a 2nd-generation FLIR and a day TV/image intensification device,
with a digital zoom from 4x to 48x, and twice the field of view of the zoom
sights of earlier Bradleys.The day
TV/image intensifier sees in near-infrared as well visible light, making it
usable even in heavy smoke, IR-obscuring smoke, and conditions of low thermal
contrast where FLIR imaging would be of little use.

The turret roof of the M-2A3 has a thin layer of added titanium alloy
armor, as Desert Storm operations revealed the turret roof to be the weakest
surface of the vehicle.As an
adjunct to the electronic IFF system, the Bradley accommodates special panels on
the sides of the vehicle made of the special aluminum alloy.These panels, when viewed through thermal imagers or FLIRs of the proper
wavelength, gives off a heat signature that provides a further deterrent to
fratricide.The M-2A3 includes a
special cooling system for the vehicle’s electronics, but experience in Iraq has
led to low-power air conditioning to be fitted to the M-2A3 (and some M-2A2s
still in service) to relieve the stifling heat that builds up inside the
Bradley.

The M-7 Bradley ACP

One
of the newest members of the Bradley to be fielded is actually based on the
FISTV version of the Bradley (the M-7, found in US Tracked Artillery Support
Vehicles).This is the Bradley ACP
(Assault Command Post), perhaps better known by its developmental name, the
BCOTM Bradley (Battle Command On-the-Move).The ACP was first fielded in April of 2003, but at the time it was only
an experiment – but a circumstance of the of combat during the Battle of Taji on
16 April 2003 dramatically demonstrated the ACP’s usefulness, as the pace of
battle became to fast that 4th ID’s DTAC could not arrive in time to
set up and control the battle, and one ACP and a handful of other vehicles
became the ad hoc DTAC for almost 18
hours.

The ACP is still considered a developmental vehicle, but more and more
are in use in Iraq.They are
currently found primarily at the Brigade HQ level and above, but plans are to
eventually use ACPs down to Battalion level, and in a few other applications
such as leaders’ reconnaissance.As
a part of TAC-type units, the interior of an ACP is crammed full of computers,
displays, radios and other gear necessary to rapidly display and control
operations of a unit.In addition,
the ACP has the same level of armor protection as a standard M-2A2, though the
ACP has much less ammunition for its ChainGun, TOW launcher and coaxial
machinegun.As there is only so
much one can stuff into a Bradley, the ACP is usually accompanied in its duties
by an M-1068 CPV version of the M-113.An ACP has approximately six times the computing power of an M-2A3, and
information is displayed on three large displays that are linked via a KVM and
can simultaneously accept input from the three operators, the on-scene
commander, the M-1068 that accompanies the ACP, and higher headquarters via
radio, using a special version of a standard Cisco-made router.The three large monitors can be swung to the sides to allow personnel to
get in and out of the ACP.The ACP
also has a Toughbook laptop with a secure wireless connection to the ACP.The ACP can be equipped with up to ten radios, though five or six are
more common.An external receptacle
allows the entire ACP to be connected to an external generator to power the huge
amount of electronics without rapidly draining the ACP’s batteries.In addition, the electronics have two large UPSs to power them in
emergencies or when generator switch-overs or maintenance are necessary.Needless to say, the ACP is definitely a cramped vehicle inside, but a
commander can pretty much use an ACP to go wherever he needs to during a battle.

The BUSK

As a result of experience in Iraq, the Bradley’s designers have come up
with the Bradley Urban Survival Kit (BUSK) for the Bradley, similar in concept
to the TUSK for the Abrams tank.
This kit consists of a number of large and small modifications that can be
applied at the unit level, and largely grew out of informal modifications that
were already being used by Bradley crews.One of these is a handheld 3-million-candlepower spotlight, which may be
powered by a rechargeable internal battery or by the vehicle’s electrical system
through a cable.In order to
protect the crew and passengers from accidental electrocution if the antennas
contact low-lying electrical wires (something I’ve actually seen happen in
Korea), BAE Systems came up with antenna mounts that allow the antenna to be
retracted with an electric motor (and a manual backup).In addition, a dome like-structure, consisting of a pair of flexible
poles of a non-conductive material, can be mounted on the turret.(Bradley crews usually refer to this as a “tent,” though it does not
actually have any side panels.) These poles attach to the front, back, and sides
of the top of the turret and meet at a 90-degree angle at the top, protecting
against a lot of debris and wires that may hang across the road.Racks have been devised to give the crew and passengers extra external
stowage for their gear on the sides and front of the Bradley; this not only
cleans up the exterior stowage, but has the incidental effect of increasing the
protection level of the Bradley (primarily by absorbing some small arms fire and
pre-detonating shaped charge warheads.

One of the most interesting parts of the BUSK is CLAW.The CLAW (Commander’s Light Automatic Weapon) mount is still considered
an experimental part of the BUSK (as of this writing in June 2008) and consists
of a mount attached to the side of the CIV, so that the attached weapon (which
may be an M-231 PFW, but is most commonly an M-249 SAW of any variety) is just
above the CIV.The mount also
allows for standard belt containers to be attached to the SAW.The weapon attached it a standard, unmodified version, so it may be
easily unclipped from the CIV and used normally.The mount includes a mechanism to pull the trigger of the attached
weapon, with a cable leading to the commander’s position that allows him to fire
the weapon while buttoned up, and aim it using the CIV.

Twilight 2000 Notes: In Twilight 2000 pre-war active-duty US Army units,
slightly over 60% of Bradleys are M-2A2s, with about a quarter of those M-2A2s
being M-2A2ODSs.Most of the rest
of the Bradleys in pre-war active-duty units are M-2A1s, but about 5% are “plain
vanilla” M-2s and about 2% are M-2A3s.In pre-war Guard and Reserve units, Bradleys are almost half-and-half
M-2s and M-2A1s, with about 10% being M-2A2s.The BUSK does not exist as such, though many of the BUSK features were
added to Bradleys on an ad hoc basis.The M-7 ACP does not exist in the Twilight 2000 timeline.

*Floor armor for the M-2 and M-2A1 is 5; for the M-2A2,
M-2A3, and M-7 ACP, it is 7.The
turret roof of the M-2A3 has an AV 7.

FMC/GDLS M-113
Armored Personnel Carrier

Notes: By the 1950s, the US Army already knew that their earlier APCs had
essentially been failures; they were too big, too heavy, and too slow.The Army wanted APCs that could keep up with their main battle tanks of
the time (the M-48 series and the then-projected M-60 series), and one that was
amphibious, air-transportable, and if possible, air-droppable.Early prototypes of what would become the M-113, called the T-113, were
ready for testing in late 1956, but revised requirements and new developments in
aluminum alloy armor meant that the updated T-113E1 and T-113E2 prototypes did
not begin their testing until October of 1958.Full production of the M-113, based on the T-113E2 prototype, began in
January of 1960.The M-113 has
since been upgraded and modified into scores of different forms; the M-113
series is regarded worldwide as one of the most adaptable platforms in
existence.US crews typically refer
to the M-113 series and most of its variants simply as “tracks.”

The first M-113s

The M-113 is basically a large armored box.There is a large overhead hatch designed for six of the passengers to
stand with head, shoulders, and chest outside of it with their weapons (though I
have seen as many as nine stuffed into that hatchway in actual use), and a
hydraulic ramp at the rear with another hatch set into it on the left side.The ramp can be quickly opened by simply dropping it, or lowered more
slowly by using engine power to help control the speed at which the ramp lowers.The handle to operate the ramp it to the rear of the driver, and it is
the driver that is responsible for opening and closing the ramp under most
circumstances.(The ramp is almost
always opened in a controlled manner with the engine on, as without the engine
on, the ramp will simply drop open once it is unlatched, which can damage the
ramp’s mechanism.Without engine
power, the ramp can be raised only with muscle power, taking 3-5 troops, and
this can induce too much slack in the ramp cable.)The rear of the vehicle has no firing ports or vision blocks (though some
very early examples of the M-113 had a vision block on the left and right sides
of the passenger compartment), and is simply an open space with bench seats that
can be folded and locked, a few storage compartments for ammunition and
munitions like grenades, a shelf for a radio or two, and damn little other room
for anything else other than the passengers.Perhaps distressingly, the fuel tanks of the M-113, M-113A1, and M-113A2
are inside the left wall of the passenger compartment, behind rather thin plates
of metal.The M-113 also has a
heater for the interior, fired by the vehicle’s fuel supply.At the center front of the M-113 is a small cupola for the commander;
this is rotated by the commander simply unlocking the cupola and pulling him
around in whichever direction desired.The cupola has periscopic vision blocks for all-around vision when
buttoned up, and a platform with a seat that can be raised and lowered as
necessary. The commander’s cupola also has a pintle mount for an NHT, NMT, or
NLT-compatible weapon (most often the M-2HB); in addition, an adapter was made
to mount a Dragon ATGM on the weapon mount, and there is also an adapter to
mount a laser designator (these adapters are extremely rare).The driver’s position is in the left front of the hull; his hatch is
above him, to the front and left of the commander’s cupola.The driver has vision blocks that cover everything except the rear and
part of the right-side arcs, and the front one can be easily removed and
replaced with a passive IR periscope.The seat for the driver can be raised and lowered so that the driver may
drive with his head outside the hatch or buttoned up.The controls consist of a gearshift, a gas pedal, and a pair of tillers
to steer and brake the vehicle using differential steering.(Driving an M-113 with the tiller system actually requires a surprising
amount of upper body strength – if you don’t have it, you’ll develop it pretty
fast.)

The engine of the original M-113 is a Chrysler 75M gasoline engine,
coupled to an automatic transmission with four forward speeds and one reverse.A sore spot about the M-113’s power pack is the position of the exhaust –
it is on the right front corner of the deck, and those standing in the troop
hatch often get a bit queasy, if not outright sick to their stomachs, from the
carbon monoxide in the exhaust.
Many countries have taken the step of extending the exhaust pipe and running it
downward to a position just above the tracks.The M-113 is amphibious with a minimum of preparation (the trim vane must
be lowered to its swimming configuration, which takes no more than 15 seconds) –
but the M-113 must already have rubber track skirts installed.These bolt onto the sides of the M-113 over the top part of the tracks;
when the M-113 enters the water, an air bubble forms over the top of the tracks
to give the M-113 the extra buoyancy needed for it to float.Propulsion is by the movement of its tracks.(These rubber skirts are easily torn up in normal field operations, and
they are usually left in the motor pool.)The M-113 has a bilge pump that pumps water out of the engine compartment
and from under the floor of the M-113.The M-113 used a flat torsion bar suspension, another thing that could
lead to troops feeing beat-up and queasy by the time they reached the AO; I’m
not the only one who has thrown up during a long off-road M-113 ride!

As stated above, the original M-113 used a gasoline engine, developing
215 horsepower.In the conceptual
and prototype phases, there were to be two versions: a lighter version for use
by airborne, cavalry, and scout troops, and a heavier one to be used as a
general-purpose carrier in mechanized infantry units.After evaluation of both prototypes (the T-113E1 and E2 mentioned above),
it was determined that the T-113E2 could meet both requirements, if FMC (the
manufacturer of the M-113 at the time) could drop about 180 kilograms of weight.This was done by reducing the thickness of the rear armor and on the
sponsons somewhat, but most of that weight was taken out of the floor of the
vehicle.This short-sighted idea
would have deadly repercussions in the future; the M-113 series is quite
vulnerable to crew casualties from mine damage.

The M-113A1

Evaluations of the vehicle which would become the M-113A1 began in June
of 1959, even before the original M-113 began production.The primary thrust of the modifications was the replacement of the
gasoline engine of the M-113 with a diesel engine, and also making the engine,
differential, final drives and transmission into an integrated power pack that
could be removed as a unit for servicing, or serviced as individual components.The exterior would remain largely the same as that of the M-113.The M-113A1 entered service in 1964.

The engine chosen for the M-113A1 was the General Motors 6V53, which
developed 212 horsepower and offered much better fuel economy; the better
transmission of the M-113A1 ensured that the speed remained the same despite the
lower horsepower rating of the engine and the greater weight.This engine and the integrated power pack concept required a new
transmission.Originally, the
M-113A1 was to have the differential steering system and its tillers replaced by
a more conventional steering yoke and brake, but the transmission that was first
chosen for the M-113A1 proved to be unreliable, and modifications to this
transmission also did not work out.
Objections to the original transmission were also raised by the soldiers
involved in testing, since it was a manual transmission.The transmission was therefore replaced with an updated version of the
M-113’s original transmission, which unfortunately required that differential
steering be used.The fuel capacity
of the M-113A1 was also increased over the M-113; it was felt that larger fuel
tanks could be put into the walls, since the fire hazard of diesel fuel was much
lower than that of gasoline.Minor
changes were made to improve the safety of the crew compartment heater.On the M-113, the same mechanism that provided crew heat also included
ducts to heat the engine and the batteries in cold weather; on the M-113A1, a
separate, temperature-sensitive mechanism heated the coolant before it
circulated through the engine and also supplied heat to an exchanger in the
battery box as appropriate.

The M-113A2

The M-113A1 was considered extremely reliable mechanically and adequate
as an APC.However, Vietnam
revealed some deficiencies (other than the mine vulnerability).This resulted in the M-113A2, introduced in 1979.

The location of the radiator and fan on the M-113A1 tended to make the
engine a bit hot, as dust and oil would build up on the radiator core.The positions of the fan and radiator were reversed to improve air flow,
and the radiator itself replaced with a larger one with more coolant capacity.

The torsion bars of the suspension were replaced with stronger, yet more
flexible ones; the increased travel capability of the roadwheels increased
off-road performance.The idler
wheel was replaced with a stronger one that was also raised about 50 millimeters
to contribute to the increased off-road travel.The first, second, and rear roadwheels used improved shock absorbers that
also helped increase off-road performance as well as smooth out the ride (a
little…).The entire ground
clearance of the M-113A2 was raised by 25 millimeters.

Perhaps the greatest change in the M-113A2 was in the power pack.The 6V53 engine was replaced by the turbocharged 6V53T, which develops
212 horsepower and has an improved cooling system.The transmission was also improved, with an additional forward speed.The M-113A2 also added neutral (pivot) steering capability, with the
pivot steering handles being located at the front of the driver’s compartment
above and in front of the tillers; however, most M-113A2s have them disconnected
as it was found that the M-113A2 easily throws tracks under pivot steering, even
when simply turning in place.

The M-113A2 also introduced a smoke grenade launcher kit; this consists
of a pair of four-tube launchers mounted on either side of the front of the
hull, above the fenders.Originally
designed specifically for white or dark smoke vehicular grenades, these
launchers were later modified to permit the use of colored smoke or IR screening
smoke as well.The grenades are
electrically fired, with a control box on the top of the wall of the engine
compartment in front of the commander’s position.

The increased weight of the M-113A2 made swimming perilous; the tech
manuals say that an M-113A2 has a freeboard of 14 inches when fully loaded, but
in practice, the freeboard is typically 10 inches or less, and it is quite
possible for M-113A2s to sink in even moderately choppy water.For this reason, normal practice is to leave all top hatches of a
swimming M-113A2 open so that the occupants can quickly escape if the M-113A2
sinks. Several types of buoyancy cells were tried, ranging from the ones
mentioned in the Mine Reduction Vulnerability Kit below to inflatable ones, but
in the late 1980s, the amphibious requirement for the entire M-113 series was
dropped, and the M-113A2 was to swim only in emergencies.Many units have not been even mounting the trim vanes on their
M-113-series vehicles since the late 1980s.

The M-113A3

Development of the M-113A2 continued.The transmission of the M-113A2 was eventually upgraded three times; in a
way, the use of these improved transmissions was sort of a test program, for
they would allow the use of a new version of the 6V53T engine called the RISE
package that had improvements to power and the drive train.In addition, many M-113A2s had Kevlar anti-spall panels added to the
interior.The M-113A3 would include
the new transmission, the RISE package, and many other improvements.The M-113A3 was introduced in 1987.

The M-113A3’s engine develops 275 horsepower; in addition, the M-113A3
has what drivers have been wanting for a long time: a conventional steering yoke
and a brake pedal instead of the differential steering and braking system.This greatly reduced driver fatigue.The passive IR periscopic sight was replaced with a thermal imager.An improved neutral steering system was fitted, restoring the pivot steer
capability.Kevlar anti-spalling
liners were fitted to increase protection for the occupants.Finally, the external fuel cells were made standard equipment on the
M-113A3, also greatly increasing crew survivability.

The M-113A3 is not “officially” amphibious; buoyancy cells of the type
listed below can be added to the M-113A3’s sides and to the trim vane, but
swimming an M-113A3 is even more dangerous than swimming an M-113A2.Many appliqué armor kits have also been devised for the M-113A3 (see
below), and any of these make the M-113A3 too heavy to swim.

The M-577 Command
Post Carrier

Though the M-113 appeared in 1960, command, FDC, medical, and other
specialist elements in mechanized or armored formations were still using M-59
APCs that used a plethora of ad hoc
modifications.These
ad hoc command vehicles had the same
vulnerabilities and poor range of the M-59, and the electrical systems of the
M-59 were often not up to the job they were given, particularly if the command
vehicle carried a lot of communications equipment.The development of a CPC version of the M-113, designated the M-577, was
given a high priority, and first issue began to US Army units in Europe in
December of 1962.

The M-577’s most obvious difference from the M-113 is the raised
roofline; behind the driver’s position, the roof has been raised by over 64
centimeters, allowing those inside to stand upright.The single fuel tank in the left side of passenger compartment was
replaced by two fuel tanks, one in each side of the passenger compartment.These fuel tanks were mounted so that they extended down the sides of the
compartment, and covered so that they formed a work shelf.Attached to these work shelves are folding wooden extensions (in two
sections on each side; most M-577s I’ve seen have the front-most shelves
removed, and some even have the left-side shelves removed entirely).The vehicle commander’s position was also radically changed; the M-577
has no commander’s cupola.Instead,
the M-577 has a hatch in the roof that is about 25% larger than an M-113
commander’s hatch, making it large enough for large pieces of equipment (such as
observation devices and designators) to be moved into and out of the vehicle
from the top hatch.The commander’s
seat has been removed; replaced with a simple folding metal stand.Contrary to the Twilight 2000
rule books, the M-577 does not have a mount for any weapon by the commander’s
hatch or anywhere else on the vehicle.The commander’s hatch also has no vision blocks.The M-577 does have a bracket beside the driver for his M-16 or M-4,
another bracket above the rear ramp (on the inside) that will hold an M-16/M-4,
an M-60 machinegun, an M-240 machinegun, or an M-249 SAW.Below this is another bracket that will hold an M-16/M-4 or an M-249.(I discovered in Korea that either one will also hold an AKM or the South
Korean K-1A1 or K-2 rifles.)

The passenger compartment has folding bench seats on either side of the
passenger compartment (another feature normally removed by units; they get in
the way).At the front of the
raised roofline, to the right of the driver’s position and in the center of the
front deck, is a metal box permanently attached to the M-577; this is designed
for a 4.2kW gasoline-powered generator to power the electrical equipment without
having to run the engine for long periods of time.To the rear of the driver’s position are brackets for a lifting davit to
allow the generator to be put on the ground and dug in to cut down on the
incredible noise the generator puts out.A 50-foot generator cable is provided to allow this, and a shorter one is
also provided if the generator is to be run from its carrying position on the
M-577.

Other items which may be found (depending on configuration and purpose)
on the M-577 include a 3x3 cabinet with several drawers and a fold-out table;
3-5 folding metal chairs; a 1.2x1.8-meter map board that attaches to the right
inner wall of the vehicle; and a variety of shelves (and ways to mount them) for
the equipment the M-577 carries.An
M-577 generally carries several radios; the one I worked out of in Korea had
four SINGCARS radios, a medium-range AM radio, and a long-range AM radio.Inside the M-577 are both white lights and blackout lights to light up
the interior.Though they may not
all be used at the same time, there are mounts for up to five antenna aerials;
in addition, a very-long-range antenna may be mounted on in the davit brackets.At the rear of the vehicle, on either side of ramp on the outside, are
connections for four field telephones, two generators, and two pairs of
conventional electrical outlets to allow other equipment to feed off of the
M-577 (generally done only if the M-577 is itself feeding from a generator).An M-15 collective protection system, to which the troops inside the may
hook their protective masks, can be mounted in the M-577, but is not standard
equipment; this system is powered by the 4.2kW generator.An airlock system can also be attached to the rear of the M-577, but it
is quite rare; it is also powered from the generator.Something that is standard
equipment is a work area-extension tent and poles; these attach to the rear of
the M-577, and add approximately 4x5 meters of enclosed workspace.When not in use, these stow in special brackets and lash-down points atop
the ramp entrance.(Of course, the
tent does make emergency moves a bit difficult…)

Other modifications paralleled to some extent those for the M-113.The M-577A1 brought the same power pack changes as the M-113A1, though
fuel capacity remained the same as the M-577.The M-577A1 began issue in 1964.The M-577A2 likewise followed the same power pack and suspension
improvements as the M-113A2, as well as adding the smoke grenade launchers.Issue of the M-577A2 began in 1979, with both new M-577A2s being built
and earlier M-577s and M-577A1s being upgraded to the M-577A2 standard. The
M-577A3 also included most of the improvements of the M-113A3; in addition, the
4.2kW gasoline-fueled generator was (gradually) replaced by a 5kW generator that
could be powered by diesel or JP-8 jet fuel.M-577A3 issue began in 1994.

The M-1068 SICPS (Standard Integrated Command Post System) began as a
modernized M-577A2, but with the advent of the M-577A3, the M-577A3 was made the
base vehicle for modifications, and the resulting vehicle re-designated the
M-1068A3.The interior of the
M-1068A3 held two folding semi-bucket seats for the crewmembers, and the
standard TC’s stand and the driver’s position.The M-1068A3 has a dramatically beefed-up electrical system to allow the
use of the ATCSS (Army Tactical Command and Control System), with its multiple
communications systems, computers, touchscreens, and ancillary equipment; the
M-1068A3 also carries various other equipment in drawers and shelves similar to
the other members of the M-577A3 series.The extension tent was re-designed (primarily to save weight) and also
contains a lighting system for the tent.

The M-113 ACAV

Notes: In Vietnam, an attempt to increase the firepower and protection
levels of M-113s, particularly those operated by scout units and those operated
by the ARVN.This led to various
ad hoc modifications (parts of which
later became kits made by FMC), which were informally called ACAVs (Armored
Cavalry Assault Vehicles).Though
the ACAV appellation later became more-or-less standard, ACAV versions of the
M-113 have never been official versions of the M-113, and do not have any
special designation other than “ACAV” hung after the type of M-113 in question.ACAVs were typically used as scouts, convoy escorts, or to spearhead
assaults.

The first ACAVs were vehicles of the 11th ACR, based on the
M-113A1.The first of these
modified vehicles entered combat in 1966.The increase in firepower and protection for the gunners was considered
astounding, but more importantly, it increased the confidence of the crew.These first ACAVs had an armored shield for the commander’s cupola and
the M-2HB (with a cutout for hatch in the rear), and M-60 machineguns on each
front corner of the rear deck hatch on pintle mounts.A lug for a pintle was also mounted on the inside of the rear deck hatch.These gun shields have an AV of 2.Crews often armed one of their members with an M-79 grenade launcher and
a large ammunition supply inside the ACAV.Some ACAV crews mounted other weapons on their ACAVs that were compatible
(or jury-riggable), such as Miniguns, extra M-2HBs, or the XM-175 or Mk 19
automatic grenade launchers.With
the gun shield removed, the rear weapons mounts could also mount 75mm, 90mm, or
106mm recoilless rifles.
Experiments were also done with reduced-sized Claymore mines (often called
“Minimores”) attached to the sides of the ACAVs (full-sized Claymores would
damage the M-113’s hull).ACAVs
were sometimes additionally protected by kits such as the Mine Vulnerability
Reduction Kit (below) or bolt-on steel or aluminum plates; sometimes the crews
took a cute from World War 2 vehicles and built frames for sandbags to protect
vulnerable areas (sandbags on the floor of the ACAV were quite common).Telescopic, periscopic, or night-vision devices were sometimes added to
the weapon mounts.The ACAVs would
also be loaded with as much ammunition as possible, and typically carried only
as many crew members as necessary to man their weapons.

After Vietnam, the ACAVs were converted back to their standard M-113
configuration, and largely seen only in museums.However, in Iraq, some M-113s have become ACAVs in all but name, and kits
are available to convert the M-113s to “ACAVs,” sometimes further bolstered by
the P-900 armor kit (see below) or other appliqué armor.

Other M-113 Mods

In the late 1960s, a waterjet propulsion system was developed for
amphibious operations.This allowed
the M-113A1 on which it was tested to roughly double its swimming speed and
greatly increase waterborne mobility.The waterjets were steered by vanes.Air was sucked in from the top of the waterjet modules and pushed out
under the water level to form the jets.Ballast was added in the front to ensure stability. The waterjet system
was, however, decided against by the Army.In game terms, adding a waterjet propulsion system adds 300 kg to the
weight of the vehicle (which is subtracted from the M-113s cargo capacity) and
adds $4000 to the cost of the vehicle.

One of the interesting and creative uses for older M-113s (mostly
M-113A3s and M-113A2s modified with the M-113A3’s power train) is being done at
the US National Training Center (NTC) at Fort Irwin, California.Designated the M-113 OSV (OPFOR Surrogate Vehicle), this vehicle is a
VISMOD (Visually-Modified) that is altered in appearance, and to some extent
mechanically and operationally, to resemble the BMP-2.Most of this is done with fiberglass, sheet metal, and Kevlar add-ons to
change the appearance of the M-113.
Atop the M-113 OSV is a turret partially made with components of a Bradley
turret, but designed to look like that of a BMP-2.The turret is largely non-functional, but can rotate and has useable
vision blocks, hatches, and night vision equipment.The VISMOD is imperfect – the M-113 is too short and tall to really make
it look like a BMP-2 – but it does have the advantage of actually being able to
carry an infantry squad, something that the previous BMP VISMODs based on M-551
Sheridans cannot.In addition, the
M-113 OSV uses about half the fuel of a Sheridan.

Non-APC-type M-113-based vehicles will generally be found in the other
appropriate sections of the site (generally Light Combat Vehicles or Engineer
Vehicles), according to which country developed them.A large number of experiments with the M-113 chassis were also postulated
and tested (particularly in the 1980s) these will (eventually) be found in the
various “Best Vehicles that Never Were” sections of this site.

Add-On Kits for the
M-113

With the advent of the M-113A1. FMC also devised a folding windshield kit
for the driver for use in cold weather or when swimming.(Quite frankly, I’ve never actually laid eyes on one of these, though
I’ve seen it in tech manuals and pictures…)

Experience in Vietnam resulted in various modifications and special kits
for the M-113A1.M-113A1s used in
Vietnam often got bogged down in mud, swamps, and rice paddies; this resulted in
a special kit called a Marine Recovery Kit.The kit consisted of a pair of capstans which were bolted onto the drive
sprockets, and a pair of high-strength nylon ropes with hooks on one end and
large ground anchors on the other.
The capstans, once attached to the drive sprockets and the recovery ropes
attached, could allow the M-113A1 to pull itself out of bogged-down conditions
as the ropes wound around the final drives.Once the M-113A1 was extricated, it would be driven in reverse to unwind
the ropes, and the kit was removed.
The capstan was stowed beside the commander’s hatch and the ropes and ground
anchors were stowed on the left side of the vehicle.

The external armored fuel tanks were also available by themselves at an
add-on kit for the M-113A1 and M-113A2.(For the M-113A3 and A4, they are standard equipment.)The tanks have a 95-liter fuel capacity (same as the internal tanks), and
add 408 kilograms to the weight of the vehicle.The M-113A1 and M-113A2 cannot use both the internal and external tanks
at the same time (unless either the internal or external tanks are simply used
as giant fuel cans).

Appliqué Armor Kits
for the M-113

As stated above, the M-113 series is very vulnerable to mines and IEDs,
due to the relatively thin belly armor.This problem hit home in Vietnam, where M-113A1s were knocked out by
mines on a regular basis, killing, maiming, and injuring thousands of US and
ARVN troops.In an attempt to
reduce this problem, FMC devised the Mine Vulnerability Reduction Kit.This kit included plates of extra belly armor (adds 1 point of belly
armor to most of the vehicle, but from the commander’s position forward, the
armor increase is 2).A set of
armored fuel tanks were devised to attach to the rear of the vehicle on either
side of the ramp, along with a revised fuel line system that did not go through
the floor.The driver’s seat was
improved to take up more shock, including a shoulder harness.In the rear of the vehicle, the ramp had an emergency release to help the
passengers to escape if the ramp control behind the driver was not quickly
accessible.As this kit (especially
the added armor) weighs about 1 ton and unbalances the M-113, buoyancy cells
were added to the trim vane and sides to allow the M-113 to be able to swim;
without these cells, swimming is dicey at best.(These buoyancy cells would also make an appearance later on certain
special versions of the M-113 series).

Appliqué armor of various types have been proposed, tested, or used by
various countries around the world.
Most of these armor upgrades are simple bolt-on plates of additional composed of
various materials (mostly metals), including aluminum and aluminum alloy, steel,
and titanium.Ceramics, carbon
fiber composites, and even a variant of Chobham have reportedly been tested.(The US Marines in particular have been experimenting with M-113A3s with
ceramic appliqué armor.)Some of
this appliqué armor is reportedly capable of defeating up to 30mm rounds without
causing an undue weight increase or performance hit.Bar armor for the M-113 similar to that of the Stryker series is also
being tested by the US in Iraq.Due
to a lack of information, I will not go into further detail in this entry; I
have included this paragraph for informational purposes only.

For the M-113A3, FMC devised a comprehensive appliqué armor kit called
the P-900 kit.This kit consists of
large sheets of extra aluminum plate (or steel plate for the belly) that bolt
onto the vehicle.The P-900 kit
pretty much adds protection to the entire vehicle, including spaced armor for
the hull sides, added armor for the fuel tanks, and an armored shield kit that
helps protect the entire commander’s cupola except for the rear.(This shield kit is almost identical to that of the ACAV kit’s cupola
armor.)This extra armor adds a lot
of weight and does affect performance, though the added horsepower of the
M-113A3’s engine helps in this regard.This is the reason for the extra line below for an M-113A3 equipped with
the P-900 kit.)I have not heard of
any M-113A2s being augmented with the P-900 kit; I don’t see why it couldn’t be
done, (though weight would definitely be an issue), since the Israelis have a
similar kit for the M-113A2.

The Israelis have long been adding ERA to their M-113s; other countries
that field the M-113 are also using them or testing the attachment of ERA to
them.On the M-113, ERA is
typically added only to the sides of the vehicle; it has been seen on the front
on some Israeli and US vehicles, but due to the design of the M-113, there is a
great danger of injuring the driver or even the commander due to an ERA tile
detonation.In response to that
danger, armored plexiglas windshields have been devised for the driver and
commander.The rules for adding
lugs and ERA to vehicles are well-covered in the
Twilight 2000 v2.2 rulebook.

It should be noted that most appliqué armor kits will not kit on the
M-577 series.However, with the
M-577A3 and M-1068A3, bolt-on appliqué aluminum plates were devised that will
fit the M-577A3 and M-1068A3, and lugs for ERA can also be applied.

Twilight 2000 Notes: Virtually all M-113-series vehicles in service
worldwide in the Twilight 2000 timeline will be M-113A2s, though in third-world
countries and even some allied countries M-113A1s and even M-113s will be quite
common.There will also be a decent
number of what are essentially M-113A1E1s (developmental M-113A1s with the power
pack, drive train and most of the suspension improvements of the M-113A2) in
service due to upgrade kits; these can be treated as M-113A2 for game purposes.In the US inventory, M-113A3s and M-577A3s will constitute about 20% of
the fleet, while about 3% of the M-113-based CPCs will be M-1068A3s.

ACAV-type vehicles will comprise about 15% of the M-113-type APCs at the
beginning of the Twilight War; these will be concentrated in brigade and
battalion-level scout platoons.As
the war goes on, more ACAV-type vehicles will appear, using either kits or
ad hoc modifications.The P-900 kit is a rare but available modification; the MVRK kit is
almost unknown.

As with Sheridan-based VISMODs, the M-113-based VISMODs have sometimes
been used for infiltration-type raids and reconnaissance against Mexican and
Soviet positions in the American Southwest – almost always with operational
weapons installed.

*The MVRK gives the M-113 equipped with a belly armor AV of
4 from the commander’s cupola forward.Behind that, the belly armor AV is 3.

**Belly and top deck armor AV for P-900 kit-equipped
vehicles is 4.

***For ACAV ammo, the figures for all weapons except for
the commander’s M-2HB and the Minimores is shown
as if all three additional weapons are of
the same type.The GM must
“mix-and-match” the amount of ammunition in the basic load as necessary if
different types of weapons are used.

GDLS
Expeditionary Fighting Vehicle (EFV)

Notes: Originally known as the AAAV (Advanced Amphibious Assault
Vehicle), the EFV is the last member of a program that was started in the late
1970s to provide the US Marines with a greater “over the horizon” landing reach
for Marine assault units.The other
members of this program, including the LCAC, the MV-22 Osprey, the UH-1Y Venom,
the AH-1Z SuperCobra, and new amphibious assault ships have all yielded results,
but the EFV is well behind of schedule – it is currently set to be first
deployed in 2015, over 14 years behind schedule.It has been repeatedly delayed by budgetary shortfalls and overruns,
repeated revisions in design, incorporation of new technology, reliability
issues, alterations of perceived mission needs, and sheer political wrangling.
It is noteworthy that Defense Secretary Robert Gates has recently described the
EFV program as “exquisite” – a description he normally reserves for a program
that he is about to cancel.The EFV
retains the promise of being a revolutionary vehicle for Marine Assault Units –
whether it can or ever will fulfill that promise is not known at this point. The
US Army is even considering the EFV as a base chassis and hull for its new BCT
Ground Combat Vehicle Program, though it is considered more likely that the Army
will start anew from the ground up, considering the difficulties that the
Marines are having with the troublesome EFV.

The EFV is physically a much larger vehicle than the current AAVP-7A1
that the US Marines use, though it does not carry as many troops as the
AAVP-7A1.Armament is heavier, as
are the protection levels.However,
perhaps the most revolutionary part of the EFV’s design is its propulsion,
particularly in water – the EFV has been described as a cross between jet ski
and an IFV.When embarking from a
ship offshore, the lower hull alters through a system of movable panels,
hatches, louvers, and hydrojets to produce a vehicle which skims the surface of
water and is capable of speeds in water over half as fast as its top speed on
road on land.This means that an
EFV can get troops onto shore faster, with a smoother ride that leaves Marines
less seasick and leaves them less exposed to onshore enemy fire.The change from water mode to land mode (or back again) takes only 30
seconds.However, this new
propulsion system is at the very heart of the EFV’s delays – it has proven to be
non too reliable and very maintenance-intensive; some helicopters require less
maintenance and as many as one-fourth of the vehicle trips in from ships during
test have resulted in failure, with the vehicle being dead in the water.When it’s working, however, it’s quite a sight to see.The heart of this propulsion system is the MTU MT-883 Ka-524 multi-mode
diesel engine, which produces 850 horsepower in land mode and an astounding 2702
horsepower in water mode.
(Naturally, Fuel Consumption figures dramatically increase in water mode.)This engine is coupled with an automatic transmission that is also
variable for land and water modes, an automatic system allowing the driver to
quickly put the vehicle in and out of water mode, and the hydrojet system for
water use.The hydrojets are fully
steerable and allow the EFV to move forwards, backwards, and turn in place.
Steering is done with a conventional driver station, and is reportedly quite
easy when everything is going right.A water Travel Movement figure is provided below for water travel, as the
EFV is envisioned to be able to make a long water crossing. Likewise, Fuel
Consumption figures are provided for land travel/water travel.

The armor of the EFV consists of welded aluminum/copper alloy armor inner
and outer plates, with ceramic and Kevlar sandwiched between them, along with a
Kevlar anti-spalling liner; the EFV has a form of composite armor and has
protection levels much better than those of the AAPV-7A1.This additional protection extends to the hull floor, though from the
experience of recent years, there is currently a big push to incorporate some of
the experience with MRAPs into the EFV’s hull floor, which could result in a
giant redesign.Most experts at the
DoD think, however, that protection levels are sufficient, and these changes are
unlikely to be used.In addition to
its standard armor, the EFV can mount additional appliqué armor on its hull
sides, hull front, and turret.The
EFV will also have lugs for ERA on the hull front, hull sides, turret front, and
turret sides. The original turret was envisioned to be the same as used on the
US Army’s M-2 Bradley; this was later changed to a similar turret with better
protection levels but no TOW launcher, then to the current turret mounting an
ATK M-230 30mm ChainGun variant (the Mk 44 Bushmaster II) which can used
computer-fuzed airburst rounds as well as conventional rounds.The turret is a two-man turret; the crew also consists of a driver and
assistant driver. The EFV is equipped with a laser warning system as well as a
laser designator to allow the crew to assist in fire support; in addition, the
EFV will most likely mount soft-kill and hard-kill active protection systems.The driver’s compartments, turret, troop area, engine compartment, and
fuel tanks all have automatic fire detection and suppression systems; the fuel
tanks are also self-sealing. On the sides of the hull, on each side of the
turret, are clusters of sixteen smoke grenade launchers.The Marines deploy from large doors in the rear of the vehicle, and can
also long hatches over each side of the passenger compartment. The crew and
passengers have air conditioning and heating and are protected with an NBC
overpressure system with a collective NBC backup.The EFV is equipped with a GPS system and is expected to be fitted with a
full Battlefield Management System.
Night vision is comprehensive, including a FLIR system and low-light TV system
for the commander and gunner.The
main gun is fully stabilized and can fire with great accuracy from both land and
water; it is equipped with modern fire control elements as well as
computer-controlled fuzing for airburst and delayed modes for its 30mm
ammunition. The EFV is equipped with a 30-horsepower diesel APU for use in
water, and a 10kW battery APU for use on land.

The EFV’s projected soft/hard-kill APS is a further extension of the P31
soft-kill system that is being tested on the M-1A2 and incorporate a
Raytheon-designed hard-kill system that will be similar to the Israeli Trophy
system (which is itself similar to the Russian Arena APS). The P31 soft-kill
system includes a standard sort of soft-kill system, which
consists of sensors and equipment
mounted atop the turret and control systems mounted inside the turret and hull;
the primary controls for the system are at the commander’s station.The system includes an electro-optical jamming system to jam wire-guided
ATGMs (on a roll of 14+ on a d20, the difficulty to the ATGM gunner is increased
by one level; outstanding success indicates that the incoming missile
pre-detonates before it can hit the EFV).A laser warning system is also included with the P31; when the EFV is
being lased by a laser designator, an alarm sounds inside the EFV, and a pair of
smoke grenades are automatically launched to help obscure the EFV to the laser
beam.The laser warning system can
also be triggered manually by the commander. The smoke grenades can also be
triggered by the gunner manually if he feels it is necessary; the EFV uses the
sixteen smoke grenade launchers on each side of the vehicle.The P31 also includes a pair of IRCM lights (one on the turret on each
side of and above the main gun) that emit coded, pulsed IR beams to decoy
IR-guided munitions; their effectiveness is the same as listed for the
electro-optical jammer above, and both have a 360-degree range of protection, as
well as 180-degrees upwards.The
VIDS system in the P31 incorporates a laser dazzling system designed to damage
night vision devices and image intensifiers, as well as produce a level of
temporary partial blindness in enemy gunners.The gunner-blinding part of the VIDS system, however is manual.The blinding of an enemy gunner is a Difficult: INT task on the part of
the gunner or commander with a range of 2000 meters.The temporary damage to night vision
and observation devices can also temporarily blind IR sights and image
intensifiers; this is successful on a roll of 8 on a d20 for IR sights and 5 for
image intensifiers.A computer is
provided to tie all of this information from the P31 and other sensors together.

The hard-kill component of the APS projected for the EFV uses a small,
short-range radar system on the turret roof to detect incoming missiles and
rockets (it doesn’t work fast enough to stop tank and autocannon rounds), and
launches special rounds in the path of the missile that quickly break up into a
cloud of tungsten pellets, destroying the missile before it can hit the tank.The system has 16 of these rounds available, and they are 75% likely to
destroy the incoming missile about 10 meters from the EFV.The system protects the EFV in a 180-degree dome around the vehicle.

Stats are provided for the EFV with and without its APS, because like the
EFV itself, development of the P31 and Raytheon APS systems are way behind the
originally-projected timeline.

The standard form of the EFV listed above is the EFVP (Expeditionary
Fighting Vehicle Personnel).A
command version is also being developed, the EFVC, which has room for a command
crew, a smaller, lightly-armed turret, two short-range, two medium-range, two
long-range, and one SATCOM radio (with one long-range radio and the SATCOM radio
being data-capable), an erectable mast antenna, two ruggedized laptop computers,
LCD map screens, and the sort of map boards and plotting and office-type
equipment one would expect in a command post carrier. The monitors can access
information from the vehicle’s sensors and display them on the monitors or the
laptop computers.

Special Note: The stats below assume a reliable, reasonably-perfected
form of the EFV.For the EFV in its
current form, multiply the Maintenance figure by five, assume that even new
vehicles have a wear value of not less than three, and give the vehicle an
additional 25% chance of a breakdown per period.

Twilight 2000 Notes: This vehicle is not available in the Twilight 2000
timeline.

***Hull floor armor value for this version is 9Sp.Hull roof and turret roof armor are 5Sp.

GDLS M-4 Command
and Control Vehicle (C2V)

Notes: The M-4 C2V (Command and Control Vehicle; sometimes it is called
the M-4 C3I, for Command, Control, Communications, and Intelligence Vehicle) is
a derivation of the M-2 Bradley chassis, designed to replace the M-577 and
M-1068 in some roles for the command and control role (primarily at higher
echelons, battalion and above), and also with the capability to be fitted out
for a variety of other roles including a division-level communications center,
FDC, electronic warfare vehicle, SIGINT vehicle, or heavy medical vehicle.The M-4 uses a large, box-like enclosure fitted onto the back of the
vehicle; the turret has been deleted, and the whole thing looks similar to the
M-993 MLRS (which is also derived from the Bradley chassis).The M-4 C2V has been somewhat of an experiment by the US Army, following
the BCOTM (Battle Command On The Move) concept.The concept has had a hard time selling in the US Army, partially because
of early misuse of the vehicle as a relatively-static command post and
specialist vehicle instead of being a highly mobile platform as envisioned; one
observer criticized the misuse of the M-4 C2V as an “armored, moving tent.”In 1999, a total of 400 M-4 C2Vs were envisioned for procurement by the
US Army, but as of 2010, only about 40 had been deployed; most of these are the
command post variants, and only a very few are medical vehicles.The M-4 C2V is still being manufactured at a snail’s pace under an LRIP
program, with only 1-2 being finished and delivered in a given year. The M-4 C2V
may get a second lease on life under the IEWCS (Intelligence and Electronic
Warfare Common Sensor) program, but it is still considered a sort of advanced,
combat-deployed experiment whose future is highly in doubt.In addition to misuse, the M-4 C2V has problems with an inadequate APU
and the resulting need to eat up fuel due to the running of the vehicle’s
engine, and lower and higher echelons communicating primarily using text reports
instead of the complex data the M-4 C2V is able to send and receive (this is a
problem in general with the use of BMS systems in the Army and Marines, and is a
problem with under-utilization of capability).The vehicles also have a unique appearance that can be a magnet for enemy
fire, and are considered to suffer from overall under-armoring and vulnerability
to IEDs.The M-4 C2V has also
suffered from having no formal requirements for the program since it is still
considered an experiment. The M-4 C2V is one of the last survivors (so far) of
the Force XXI program vehicles, which originally included the Comanche, the MLRS
MSTAR rocket, the Avenger Block II, the Grizzly, the Wolverine, and the ATACMS
Block IIA.

All variants of the M-4 C2V are equipped with a basic version of a BMS
and GPS.

The Command Variant
(CV)

Though this category includes primarily replacements for the M-577 at
battalion, brigade, and division level, it also includes division-level FDC and
FALO vehicles; the command-type vehicles themselves can also vary greatly in fit
and equipment installed as well as the interior layout.A general sort of equipment fit will be discussed here.Externally, the primary distinguishing factor in the CV are the five whip
antennas and the folding, extendible 10-meter mast antenna, which service as
many as two short-range, two medium-range, and four long-range radios, with all
of these radios being data-capable.
In addition, many are also fitted with SATCOM radios which are data-capable and
the associated folding antennas, and these are included in the stats below.The radio system is interoperable with ground units, aircraft, and ships,
as well as fixed positions and being able to receive signals from all over the
globe if equipped with SATCOM. The Command Variant is equipped with a full ATCCS
(Army Tactical Command & Control System), sort of a BMS on steroids, plus large
LCD screens for the display of maps, navigation information, and other
information gathered and collated from intelligence reports and battle
information.Three computers tie
together this information, including lots of hard drive storage space.The usual sorts of ordinary map boards and plotting and office-type
supplies are also present.This
information is primarily concentrated in four ATCCS stations.The electronic equipment is contained in shock and vibration-resistant
mounts. The entire vehicle is NBC sealed with an overpressure system and a
collective NBC backup system.The
vehicle includes a internally-mounted 25.6 kW APU (in the roof at the vehicle’s
left rear side), which has surprisingly proved to be inadequate for the purposes
of powering the vehicle’s equipment for an extended period while the vehicle’s
600-horsepower engine (the same as in the M-2A3 Bradley) is switched off.The vehicle is equipped with air conditioning and a heater, as well as
amenities such as a water tank and cooler and a hot plate. The interior of the
rear command section is also rather tight, with all the equipment and personnel
that are to be accommodated, including four operators for the ATCCS stations and
four staff officers (with more often jamming in). In the cab, above the
commander’s position, is a mount for a heavy machinegun or grenade launcher; in
the case of an M-240D or M-2HB, this weapon can be aimed and fired from under
armor with the hatches closed.The
cab has a large bullet-resistant windshield in front and bullet-resistant
windows in the doors in the sides, over which armored louvers can be closed or
opened in an adjustable manner.The
louvered section can also be completely swung down or up, though this must be
done manually from outside the vehicle. The body has small bullet-resistant
windows at the rear, but no other windows or firing ports. No appliqué armor has
yet been devised or envisioned for the M-4 C2V, though it may be in the works;
future ERA lugs are also a possibility for the future, as is an APS.These are not reflected in the stats below.

Armored Medical
Treatment Vehicle (AMTV)

The AMTV goes beyond the typical armored medical vehicle – it is
essentially a small surgical suite and advanced medical treatment facility for
wounded soldiers on the battlefield. The typical AMTV carries a full range of
medical supplies (including a full set of surgical tools, the equivalent of 5
Doctor Medical Bags, enough refills for the personal medical kits of an entire
platoon, a full range of drugs, at least 10 units of each blood type, plasma,
and IV fluids, and advanced first aid kits).A large refrigerator is carried, as well as a freezer, a 25.6 kW
generator for running equipment with the engine off, a defibrillator, oxygen
equipment for three casualties, medical monitors for five casualties, and radios
to communicate with air as well as ground elements.The crew of the AMTV normally consists of a driver, commander, medic, and
nurse plus a doctor or physician's assistant; the commander and the driver are
normally medics.The AMTV has the
capability to carry four stretcher cases and up to five seated casualties;
alternately, two of the stretcher stations and room for two seated patients can
be folded and moved out of the way to make room for surgical treatment of one
patient.The AMTV can provide
advanced and/or surgical treatment as complex as primary 3rd-degree-burn
treatment, amputations, treatment for wounds as severe as disembowelment, and of
course treatment for gunshot and fragment wound, including multiple
life-threatening hits.The AMTV is
essentially a mobile, self-contained, armored MASH-type unit.The AMTV can extend a tent at the rear of the vehicle to allow for the
treatment of more casualties (though it of course becomes temporarily immobile
in such a case. The AMTV is normally unarmed; the hatch above the commander’s
position is a simple hatchway. The cab windows have the same armored windshield
louvers as on the CV.The AMTV can
be externally characterized by the virtual absence of antennas and aerials (it
typically has only one whip antenna) and under most circumstances, by prominent
medical insignia (i.e., a large red cross on the front, sides, rear, and top).
The medical personnel have a small computer with decent hard drive storage
capacity, which is used to consult a medical database.This computer can connect via a data-capable long-range radio to medical
units in the rear, both to alert of incoming casualties and consult other
medical personnel on treatment options and procedures.

Electronic Warfare
Variants

This category is comprised of two versions – an EW (Electronic Warfare)
vehicle used for the jamming of radio and radar signals, which itself has
several versions depending upon the mission, and a SIGINT (SIGnals INTelligence)
version, which is used for MIJI (Meaconing,
Intrusion, Jamming, and Interference) against enemy radio and
intelligence broadcasts.

The mission of the EW version is essentially straightforward.
Radio-jamming versions can jam VLF and LF radio frequencies and the lower half
of HF frequencies; HF and VHF radio frequencies, or the upper half or HF and VHF
radio frequencies as well as the typical frequencies used for communications
with certain ships and aircraft.It
is rumored that a radio-jamming EW version with these capabilities may also be
able to jam GPS signals.The
jamming of these signals by an M-4 EW vehicle is so effective that broadcasting
or listening to frequencies within its 100-kilometer jamming range is two levels
more difficult than normal.GPS
jamming is handled differently; GPS units used by enemy troops within the
jamming range will be degraded so that they completely fail to give a reading
25% of the time, and give the wrong reading 50% of the time.GPS jamming can be ameliorated on a roll of 10 or greater on a d20; if
successful, the GPS operator can immediately attempt a second GPS reading, with
the chances of GPSs failure being reduced to 12% and of a bad reading reduced to
25%.

Other EW vehicles are used to jam radar, including counterbattery radar.Jamming range for these vehicles in general is 100 kilometers. Again,
there are several versions of this type of EW vehicle, which is called an ECM
(Electronic CounterMeasures) vehicle.One is used to jam signals such as ground-surveillance radar and
counterbattery radar; the ECM version can also jam radio signals used by ATGM,
wire-guidance signals used by ATGMs, and IR guidance signals used by
fire-and-forget ATGMs and TV guidance signals used by some air-to-ground
missiles.It also has a small
chance of jamming GPS signals used by some air-to-ground ordinance, with this
being similar to GPS signal jamming as above but successful for a complete miss
10% of the time and tripling the scatter radius for a miss 25% of the time.This jamming protects all friendly units within a 100-meter radius of the
vehicle. For use against counterbattery radar and GSR, this ECM vehicle degrades
effectiveness by two levels. EW vehicles typically have a standard radio fit,
plus a long-range radio with data capability.

Another type of ECM vehicle is optimized for use against the type of
aircraft used by aircraft; degrading its effectiveness by two levels in the case
of radar used to find and target ground targets and by one level for air-to-air
targets.This version can also jam
maritime radars, with effectiveness against ground targets being degraded by two
levels and against other maritime targets within the radius and air targets by
one level.

The SIGINT version is designed intercept and interfere with radio
signals.At its simplest, the
Intrusion mode, the SIGINT version is used to listen in on enemy radio
broadcasts; in this mode, the computers of the SIGINT version use some of their
power to dynamically find and keep up with enemy radio broadcasts.The SIGINT version has four such listening devices, which can be tuned to
listen in on VLF and LF broadcasts, HF and VHF broadcasts, aircraft broadcasts,
and ship broadcasts. Capacious hard drives, three computers, and conventional
tape recorders record these broadcasts for analysis by intelligence soldiers,
and assist in this analysis.The
SIGINT vehicle can pass on its findings to higher headquarters via several
radios with data capability. This equipment gives the operator a two-level boost
in his chance of success at intercepting enemy signals. Meaconing allows the
SIGINT vehicle to masquerade as a friendly radio source; the operator can then
attempt to pretend to be a friendly unit (this would be a CHA or Disguise skill,
as well as Language skills, more than anything else). Meaconing is involves the
same procedure and has the same chances as the breaking into of an enemy radio
unit as Intrusion above.Jamming
and Interference are not generally a part of the SIGINT vehicle’s prevue, though
the vehicle can attempt such; this jamming has a flat 10% base chance of
success.These functions have a
100-kilometer radius.

These versions have the same cab as the other versions of the M-4 C2V.On this version, the cab is armed in the same manner as the CV above.Of course, these variants can be externally characterized by a plethora
of specialized antennas. EW and ECM vehicles typically are equipped with
powerful computers to help control the functions of their electronics suite.As with the other versions, the EW variant has a 25.6 kW APU. Crewmembers
for these versions are normally four electronics specialists, two intelligence
soldiers, and the driver and commander (who are normally themselves intelligence
or electronics specialists).These
vehicles typically have a standard radio fit, plus a long-range radio with data
capability.

Twilight 2000 Notes: Only 12 of these vehicles were available for the
Twilight War, all of the CV type; five were sent to the Middle East, four to
Europe, one to Korea, one to Alaska, and one, for some strange reason, ended up
in California with the forces defending against the Mexican invasion.The later vehicle was still known to be operational as late as 2003,
though two of the BTCOM stations were known to be minimally-operative and one to
be partially-inoperative (in addition to the loss of capability caused by the
worldwide lack of communications).

Vehicle

Price

Fuel Type

Load

Veh Wt

Crew

Mnt

Night Vision

Radiological

M-4 C2V
CV

$1,121,127

D, A

7 tons

30.6 tons

2+8

24

Passive
IR (D)

Shielded

M-4 AMTV

$389,796

D, A

5.5 tons

29.3 tons

*

21

Passive
IR (D)

Shielded

M-4 EW
Radio Jammer

$417,183

D, A

2.3 tons

29.1 tons

2+7

20

Passive
IR (D)

Shielded

M-4 ECM
Vehicle

$3,257,136

D, A

2.3 tons

30.1 tons

2+6

20

Passive
IR (D)

Shielded

M-4
SIGINT Vehicle

$859,631

D, A

2.3 tons

28.1 tons

2+6

20

Passive
IR (D)

Shielded

Vehicle

Tr Mov

Com Mov

Fuel Cap

Fuel Cons

Config

Susp

Armor

M-4 C2V
CV

110/84

24/18

725

160

Stnd

T3

HF8HS4HR4

M-4 AMTV

114/87

25/19

725

154

Stnd

T2

HF8HS4HR4

M-4 EW
Radio Jammer

116/88

25/19

725

152

Stnd

T2

HF8HS4HR4

M-4 ECM
Vehicle

112/86

24/18

725

157

Stnd

T2

HF8HS4HR4

M-4
SIGINT Vehicle

120/92

26/20

725

147

Stnd

T2

HF8HS4HR4

Vehicle

Fire Control

Stabilization

Armament

Ammunition

M-4 C2V
(Except AMTV)

None

None

M-2HB (C)

900x.50

*See above for Crew and passenger capacity.

IHC M-3
(Half-Track)

Notes:By 2000, this famous
veteran of World War 2 was long out of service in most countries, being actively
used only by Yugoslavia, some South American countries, and in a reserve role in
Israel and Lebanon.It was an
attempt to provide an armored personnel carrier with the maneuverability and
fuel efficiency of a medium truck and the cross-country capability of a tracked
vehicle.The Half-Track was easy to
make, but was a poor compromise between a truck and a tracked vehicle, not
having the good attributes of either.In addition, it is open topped, providing no protections against air
attack, airbursting munitions, or even a lucky grenade throw.They are easier to repair than a full-tracked vehicle, but not as
mechanically simple as a full-wheeled vehicle.By 2000, most half-tracks that were still in use were being used as
specialist vehicles such as weapon carriers, artillery tractors, ambulances, and
logistics carriers, instead as APCs.There are doors on either side of the cab for the driver and commander,
and a door on the rear of the hull for passengers; however, the primary method
of egress in combat was meant for the troops to simply jump out over the sides.Over the commander’s position there is a ring mount for a heavy
machinegun, and on each side of the passenger compartment there is a mount for a
medium or light machinegun. In most versions, there are either a roller to
assist in moving over high obstacles (to prevent the front bumper from digging
into the obstacle and getting lodged) or a winch to assist in getting the stuck
half-track (or other vehicle) unstuck.Though the stats below include a standard radio fit, radios did not
become a standard feature on half-tracks in most cases until the late-1950s or
early-1960s.

M-2 Half-Track Car

The story of the M-3 Half-Track actually started with the M-2 Half-Track
Car, which was a version of the M-3 White wheeled scout car converted so that
the rear wheels and suspension were replaced with a two-bogied, four roadwheeled
tracked section.The M-2 entered
service in 1940. The tracked section was itself taken from the Timken prototype
of a half-track truck (the T-9), that truck, when armored, was woefully
underpowered and in the M-2 Half-Track, it was replaced with a White 160AX
gasoline 147-horsepower truck engine coupled to a manual transmission.The construction is primarily of bolted steel; the front end is primarily
slightly-sloped, with an almost-horizontal armored hood. The front of the
vehicle has armored shutters for the radiator which could be adjusted from the
driver’s position and bullet-resistant glass over which could be lowered armored
shutters with vision slits. Armor protection on the M-2A1 is slightly heavier.
The driver’s controls were basically standard truck controls (a steering wheel,
gearshifts, and a gas, brake, and clutch pedal). Though the M-2 had enough
passenger capacity to serve to transport a small infantry squad (one that would
be considered greatly-understrength at the time), it’s primary role was as a
scout vehicle and as prime mover for light and medium field guns and howitzers.Unlike the M-3, the M-2 did not have the side machineguns, though an
M-2A1 version has those side guns and also one in the rear on the right side of
the rear door (there was no rear door on the M-2; it did not appear until the
M-2A1).The M-2 had its commander’s
machinegun in a semi-rectangular skate mount over his seat (a rectangle with
rounded-off corners, giving him a 360-degree field of fire); the M-2A1 used a
ring mount. The M-2 also had one rear machinegun, also on a skate mount, which
extended across the rear end and slightly to the right and left, allowing fire
to the left and right sides and somewhat to the front (about a 245-degree field
of fire total). A version given to allies under the Lend-Lease program, the M-9,
also did not have a rear door, though due to demand from those allies, an M-9A1
version was designed that did had a rear door.The M-9 and M-9A1 versions are identical for game purposes to the M-2 and
M-2A1. Versions with field guns mounted and AAA guns mounted were also
developed, though they will not be covered here.The protection levels on the M-9A1 are also upgraded, as on the M-2A1.

M-3 Half-Track

Entering service in 1941, the M-3 and its variants served over the years
in the armies of 20 countries.
Israel used them in large numbers as late as the 1990s; Bolivia, Vietnam,
Nicaragua, Laos and Lebanon are believed to still be using small amounts of
them. The M-3 is essentially a longer version of the M-2, able to carry a crew
of 3 and 1o troops (about half an infantry squad in the US Army in World War 2).
It entered service with the US Army in 1941. Some demilitarized versions are
also still in use by civilian companies, particularly logging companies and
construction companies in severe terrain.

The M-3 was not only designed to use as many components of the M-2 as
possible, but as many commercially-available components as possible. Most M-3s
used the same White 160AX 147-horsepower gasoline engine as the M-2. The M-3
used the same thickness of armor panels as the M-2 and had the same general
design.As originally produced, the
M-3 had racks down each side to hold antitank or antipersonnel mines to be
emplaced by the troops inside; however, these were often removed and replaced
with larger racks for crew and troop equipment.There were also spaces under the troop seats for ammunition and rations,
and racks behind the seats for weapons to be placed in when they were not needed
(something that didn’t often happen either in a combat zone or in training).The M-3 from the beginning had a door in the rear face. The M-3A1, as the
M-2A1, used a ring mount for the commander’s machinegun instead of a skate
mount.The M-3A1 added two
machineguns on each side on a pintle mount on each side and another mount at the
rear to the right of the rear door.
Five troops sit down each side of the troop compartment; the cab has room for
the driver on the left and commander on the right, as well as one person who
could sit in the center (though in practice, this position was rarely occupied).
Construction was primarily of bolted steel, with armored shutters for the
radiator which could be adjusted from the driver’s position and bullet-resistant
glass over which could be lowered armored shutters with vision slits; the M-3A1
had heavier side armor. Like the M-2, the M-3 had several versions with AAA,
field guns, or field howitzers mounted on them, as well as mortar carriers. The
M-2A1, M-5 and M-9A1 versions carry more ammunition for their machineguns,
primarily due to rearrangement and the carriage of .30-06 ammunition replacing
some of the .50-caliber ammunition.

The M-5 version was a large upgrade.The M-5 used a liquid cooled engine, rather than the air-cooled engine of
the M-3, though the IHC RED 450B engine developed only 143 horsepower.The M-5 used primarily welded steel instead of bolted steel. The walls of
the rear passenger section were of one-piece wrap-around steel rather than being
bolted or welded. The M-5 used only the commander’s machinegun. The primary
disadvantage, from a manufacturing standpoint, was that most parts of the M-5
were not interchangeable with the M-3; only about half of the drive train, the
tracks, wheels and bogies, and machinegun mounts were interchangeable. The M-5
was primarily targeted at US Lend-Lease partners and was not used much by US
troops in World War 2 or Korea. The M-5A1 was the equivalent of the M-2A1 in the
M-5 line, with the skate mount for the commander’s machinegun being exchanged
for a ring mount, three machineguns being added around the rear passenger
compartment, and side and front armor being heavier.

Not to be confused with the M9 Half-Track Car, the M-9 Half-Track did
away with the externally-mounted radios of the M-3 and M-5, bringing them inside
the vehicle.The M-9 is otherwise
like the M-5A1 for game purposes. Like the M-9 Half-Track Car, the M-9
Half-Track was primarily aimed at Lend-Lease customers. Note that the Israelis
designated all of their half-tracks as “M-3,” even those based on M-2s, M-5s, or
M-9s (of either type). In addition, in the 1970s, many Israeli half-tracks were
retrofitted with the Detroit Diesel 6V53 212-horsepower diesel engine of the
M-113 as well as its Allison TX-100N transmission.Suspension is also improved. Most Israeli half-tracks were based on the
M-9 version; even M-2s were updated to an “M-9” standard (referring to the M-9
Half-Track and not the M-9 Half-Track Car), though they were based on the M-9A1
Half-Track Car version. The Israelis also used a command variant of the M-9
Half-Track, which differed primarily in having extra radios (one short-range,
two medium-range, and one long-range), and including a hand-held image
intensifier, as well as a map board and plotting and office-type supplies, and
five pairs of binoculars.

Vehicle

Price

Fuel Type

Load

Veh Wt

Crew

Mnt

Night Vision

Radiological

M-2

$39,348

G, A

715 kg

8.7 tons

2+6

6

Headlights

Open

M-2A1

$41,008

G, A

665 kg

8.9 tons

2+6

6

Headlights

Open

M-3

$29,511

G, A

1 ton

9.1 tons

2+11

6

Headlights

Open

M-3A1

$50,965

G, A

950 kg

9.3 tons

2+11

6

Headlights

Open

M-5

$29,501

G, A

950 kg

9.3 tons

2+11

6

Headlights

Open

M-5A1

$51,328

G, A

900 kg

9.8 tons

2+11

6

Headlights

Open

M-9
Half-Track Car (Israeli)

$40,431

D, A

715 kg

8.7 tons

2+6

6

Headlights

Open

M-9
Half-Track (Israeli)

$51,743

D, A

900 kg

9.8 tons

2+11

6

Headlights

Open

M-9
Half-Track Command (Israeli)

$117,672

D, A

450 kg

10.3 tons

2+5

9

Headlights

Open

Vehicle

Tr Mov

Com Mov

Fuel Cap

Fuel Cons

Config

Susp*

Armor**

M-2

128/89

21/13

230

78

Stnd

T2/(W)1

HF3HS2HR2

M-2A1

125/87

21/13

230

80

Stnd

T2/(W)1

HF3HS3HR2

M-3

124/87

20/13

230

82

Stnd

T2/(W)1

HF3HS2HR2

M-3A1

122/85

20/12

230

83

Stnd

T2/(W)1

HF3
HS3HR2

M-5

120/84

20/12

230

83

Stnd

T2/(W)1

HF3HS2HR2

M-5A1

116/81

19/12

230

88

Stnd

T2/(W)1

HF4HS3HR2

M-9
Half-Track Car (Israeli)

166/117

27/17

230

82

Stnd

T2/(W)1

HF3HS3HR2

M-9
Half-Track (Israeli)

155/109

25/16

230

99

Stnd

T2/(W)1

HF4HS3HR2

M-9
Half-Track Command (Israeli)

147/104

24/15

230

104

Stnd

T2/(W)1

HF4HS3HR2

Vehicle

Fire Control

Stabilization

Armament

Ammunition

M-2/M-2A1

None

None

M-2HB
(C), M-1919A4 (R)

700x.50,
7750x.30-06

M-3/M-5

None

None

M-2HB (C)

4000x.50

M-3A1/M-5A1/M-9

None

None

M-2HB
(C), 3xM-1919A4 (R, Rt, L)

700x.50,
7750x.30-06

M-9
Half-Track Car (Israeli)

None

None

M-2HB
(C), MAG (R)

700x.50,
7750x7.62mm

M-9
Half-Track (Israeli)

None

None

M-2HB
(C), 3xMAG (R, Rt, L)

700x.50,
7750x7.62mm

M-9
Half-Track Command (Israeli)

None

None

M-2HB (C)

2675x.50

*If the tracks are hit, the Suspension value is T2.If the front wheels are hit, the Suspension value is (W)1.Suspension hits are a 50/50 proposition as to whether the tracks of
wheels are hit.

**This vehicle has no overhead protection at all; hull roof
AV is 0.Floor armor, however, is
2.

IHC/FMC M-75

Notes: This was the first successful US post-World War 2 APC design, and
second full-tracked US APC design.
The first US post-World War 2 design, the M-18 Hellcat-based M-44, was produced
only in limited numbers for a very short time, as it proved to be too large, too
heavy, and generally unsatisfactory as an APC. Development of the M-75 therefore
began almost immediately on top of the introduction of the M-44 in 1946, and
production began in 1952. Eventually,
the breaking point of the M-75 was its cost – though it was better in almost
every respect than the M-59 that replaced it, it’s
real-world price was unacceptably
high for the US Army at the time (though the Twilight 2000 price is lower than
the M-59, it was in fact much more expensive than the M-59), despite continual
changes to the design during and after development to reduce cost, and the use
of many of the components of the M-41 light tank to further reduce costs.However, the high profile of the M-75 (2.8 meters) was also cited as a
detriment, and the air cooling vents were considered vulnerable to small arms
fire.The M-75 also has no
amphibious capability. However, the single engine of the M-75 and relatively
uncomplicated transmission made maintenance much easier and the vehicle on the
whole more reliable, and armor protection was superior to that of the M-59. The
M-75 saw service in Korea, arriving in-theater in 1952. Some 1780 were built;
the last known users were Belgium, who used them into the 1980s in a reserve
role; they were also given out liberally to other US allies and used into the
late 1970s and early 1980s by them. Though several variants were evaluated,
ultimately no variants were put into production; again, the Army felt the cost
of the M-75 was too high.

The design of the M-75 was like most APCs of its time – a large armored
box on tracks.As with the M-59,
construction was mostly of welded steel, though some parts used bolts for
fastening.The front of the vehicle
has a modest slope, and has an unusual “double-slope” design with the upper part
of the glacis having about twice the slope of the lower part of the glacis.The lower part of the glacis had the access hatch for the engine. The
driver was in the front left hull, and center front of the hull, to the rear of
the engine, had the commander’s position.The commander’s position was a simple manually-rotated cupola with a
pintle-mounted machinegun.Late in
production, the M-13 cupola, as used on the M-59, was fitted to the M-75.
(During development, several other cupola and gun arrangements were tried,
including a cupola with an M-1919A4 machinegun, twin remote-operated
machineguns, and a pair of M-1919s on the cupola roof.) The driver had three
vision blocks to his front; the commander had all-around vision blocks.In later production vehicles, an additional vision block on the top of
the hatch could be removed and replaced by a night vision block. Access to the
rear troop compartment was by a pair of hatches in the rear of the vehicle –
these were wider at the top than the bottom.At the rear of the troop compartment, extending almost to the commander’s
cupola, were a pair of center-folding hatches for the troops to stand in.

The M-75 used a Continental AO-895-4 gasoline engine which was
air-cooled, necessitating large armored cooling louvers in the front of the
vehicle in the upper part of the glacis.These cooling louvers in fact occupied most of that part of the glacis.The driver used a T-bar for steering, and had a gas pedal, brake pedal,
and clutch pedal. The high silhouette was in part because of the placement of
the transmission and large drive train, underneath the vehicle; the fuel tank
was also in the floor.The
suspension was virtually identical to that of the M-41 Walker Bulldog light
tank.Early M-75s had very thin
roof armor; this was almost doubled soon after production started; the M-75 was
also noted for relatively-heavy floor armor.However, on early vehicles, the first two pairs and last pair of
roadwheels had shock absorbers; later, as part of cost-cutting measures, the
second pair of roadwheels lost its shocks. The M-75 had an early version of a
semi-automatic fire suppression system, requiring only the pull of a
fire-extinguisher handle located in the front and back of the vehicle (either
one would do).Radios were not
normally fitted to individual M-75s (except command vehicles), but I have
included a standard radio fit below.